Discovery Quarter Brewery Gallow Gate Masterplan

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Discovery Quarter/Brewery/GallowgateFinal Report

For Newcastle City Council

January 2005

Colin BuchananCanada HouseChepstow StreetManchesterM1 5FW

Tel. 0161 236 1736Fax. 0161 236 1737E-mail [email protected]

and

Shared IntelligenceIn association with

Lamb & Edgeand

Turner& Townsend

Prepared by: Verified by: Approved by:

Status: Issue No: Date:

Directory & File Name: I:\8099X _ Newcastle Discovery Quarte r Study \ Reports \ pagemaker \ Report January 2005.pmd

Discovery Quarter/Brewery/Gallowgate 1



Discovery Quarter/Brewery/Gallowgate2



Contents Page

1. Introduction 5

2. Policy and Strategy Context 11

3. Physical Appraisal 19

4. Market Appraisal 25

5. Aspirations 28

6. Transport Analysis 35

7. Development Strategy 44

8. Area Frameworks 62

9. Regional Conference/Convention Centre Location 109

10. Delivery Plan 113

Appendix1 – Cost Report

Appendix2 – Landowner/Developer Aspirations Matrix




1. Introduction




1. Introduction1.1 Objectives

1.1.1 In February 2004, Newcastle CityCouncil commissioned Colin Buchanan,Shared Intelligence, Lamb & Edge and Turner&Townsend to prepare a development strategyfor the area on the western edge of Newcastle

City Centre known as the Discovery Quarter.Centred on St James Boulevard, the DiscoveryQuarter encompasses an extensive areabetween Newcastle Central Station, the RiverTyne, Westgate Road and the eastern edge ofNewcastle Business Park. In March 2004 wewere also commissioned to draw up an urbandesign & transportation framework for the areato the north of Gallowgate from St. James’ ParkStadium to the edge of the City Centre.

1.1.2 Subsequently in June 2004 following theannouncement by Scottish & Newcastle of theimminent closure of the Tyne Brewery, theoriginally separate (but related) commissionsfor Discovery Quarter and Gallowgate wereamalgamated, along with a new commissionto prepare a development strategy for theBrewery site, to form one overall commission

covering all three areas. Given the size andlocation of the Brewery there was an obviouslogic to this as the combined areas formed onelarge continuous swath of land and propertydirectly to the west of the City Centre, from St.James’ Park in the north, down to the RiverTyne in the south.

1.2 A City in Renaissance

1.2.1 Newcastle Gateshead has succeeded intransforming its image in recent years. It isnow seen nationally and internationally as avibrant city and a regional capital with a strongidentity. Culturally-led regenerationprogrammes have transformed the Tynewaterfront and Grainger Town. The area has

established itself as one of the UK’s leadingshort-break tourist destinations and itsimproved profile has made it popular withproperty investors across all sectors of themarket.

1.2.2 Successful efforts have been made toregenerate Newcastle’s Quayside andGrainger Town and St James’s Boulevard hasbecome an important new focus fordevelopment. New office, residential andleisure development is emerging along thelength of the new route.

1.2.3 There is clear evidence that Newcastle’srenaissance is spreading to the west of theCity Centre, from the highly sought after loftapartments of the Turnbull’s warehouse to theeast, through the Central Square office

development to the International Centre for Lifeand Newcastle Arena. The area has beenhighlighted as a potential location for theproposed Regional Conference Centre. Thearea west of St James’ Boulevard has beendesignated as part of the Newcastle-Gateshead Housing Market RenewalPathfinder to address low demand and createsustainable communities.

1.2.5 The City Centre is physically constrainedby the River Tyne to the south, CentralMotorway to the east and Town Moor to thenorth. Consequently, there is broadconsensus that the area to the west of the CityCentre holds the key to its future growth.




1.2 The Study Area

1.2.1 The study area is a vital gateway to theCity Centre by both road and rail and has seensignificant infrastructure improvements in recent

years, most notably the creation of St James’Boulevard, which has established a major spinerunning north south through the area.

1.2.2 The study area includes and adjoins someof the City’s most important attractions andassets – St. James’ Park, Discovery Museum,International Centre for Life, Metro Radio Arena,Central Station and Newcastle College. Thestudy area also has a number heritage/ townscape assets including: the Tyne Gorge;

Pottery Lane; some of the Brewery buildings;sections of the town wall; Discovery Museum;and the Stephenson buildings.

1.2.3 There is strong property market interest inthe area. Gallowgate/St James Boulevard isemerging as a major new office quarter for theCity, and the area to the south of Central Stationis also experiencing office development interest,building on the success of the Central Squaredevelopment. Parts of the study area are also

subject to development pressure for newhousing.

1.2.4 The area is already emerging as a majorfocus for new development in the City Centre.Stakeholders have aspirations for the area tobecome.

Newcastle’s next major office

quarter

• a centre for the knowledge

economy

• a place for City living

• an anchor tourism destination

• a distinctive part of the City’s

evening economy

• a multi-modal transport hub.

• a link between the City Centre and

West End

1.2.5 However, the market may not want todeliver all these aspirations, also the area hasa finite capacity and there are competingdemands on key sites.

1.2.6 The study area is also constrained invarious ways. The western edge of the CityCentre comprises a complex mix of land uses,ownerships, road and rail infrastructure andchallenging topography as the area slopesdown to the Tyne. The main East Coast MainLine rail bridge, the Redheugh Bridge,

Scotswood Road, the comparatively underutilised east-west railway line and the Brewerysite itself are significant barriers to pedestrianmovement within the study area and sever andseparate the main blocks of land use/activity.1.2.7 Although served by a number ofpedestrian crossings, St James Boulevardalso acts as a significant barrier to east-westpedestrian movement.

1.2.8 Although the City Council owns some keysites land ownership is fragmented in manyareas and ground conditions are poor in somelocations by virtue of former industrial land uses.The urban form and density of developmentwithin the study area also differs quite markedlyfrom the core of the City Centre. Many of thesites to the south of Central Station house

typically ‘edge of centre’ industrial andwarehousing uses and have a comparatively lowdensity of development.




B arra ck Roa d

Figure 1.1: Study Area

St James’ Park

Gallowgate

Street

Corporation Street

St James’ Boulevard

Wellington

Discovery Central Station Museum

Forth Street

ICLGeorge Street

Marlborough Forth Banks

Scotswood Road Crescent

Arena

Westgate Road

Railway Street

New Redheugh Bridge Road




Figure 2.1 : Context




1.3 Outcomes

1.3.1 In response to the Brief given to us byNewcastle City Council we have set out to:

- Develop a strategy establishing general

principles of land use and development;- Appraise the contribution of key sites andpotential development to that strategy;- Identify and prioritise actions/interventions torealise the strategy;- Set out delivery programme/mechanisms andprovide a business case for future funding bids;- Develop for Gallowgate and Brewery Site amore detailed urban design & transportationframework.

1.3.2 We set out to discover:

• does it function as a distinctive andcoherent part of the City?

• how does it relate to the CityCentre and the adjoining communities ofthe West End?

• does the mix of existing and proposedland uses reinforce its identity?

• is the Discovery Quarter truly emergingas a ‘place’? What sort of place do wewant it to be?

• how can the public sector work with themarket to ensure that the area realises itspotential and contributes to sustainable

market renewal so that the wholebecomes more than the sum of its parts?

1.3.3 Parts of the area have already beensubject to a raft of feasibility studies andstrategies over the last five years, but thisstudy is the first to encompass the whole ofthis large area to the west of the City Centre.

1.3.4 The level of property market interest inthe area is significant, and it is clear that thestrategy’s primary focus will not be in creatingmarket interest. Instead, the study hasconsidered whether the wide rangingaspirations of both the public and privatesector are compatible and achievable; how thepublic sector can best add value to theregeneration of the area, including managing

the competing demands for accessibilitybetween the private car and the pedestrian;and the long-term management of the mix ofland uses and activities in the area to ensurethat the aspiration to create a vibrant, diverseand multi-functional part of the City Centre issustainable.




11Discovery Quarter/Brewery/Gallowgate

2. Policy and

Strategy Context



2. Policy and

Strategy

Context

2.1 Planning Context

2.1.1 A key part of our commission wasupdating, building upon and drawing togetherprevious and existing strategies covering thearea, and making sure that proposals link withrelevant, existing and developing initiatives andpolicies. The following is a summary of someof the key elements of that policy and strategycontext. A more detailed summary andappraisal are included in the Background

Report.

Unitary Development Plan

2.1.2 The UDP was adopted by the City

Council in 1998, and is due to be superseded

in the next few years by Local DevelopmentFramework and Area Action Plans. Many of theland use designations are now outdated, withsignificant areas zoned for industrialdevelopment.

City Centre Action Plan

2.1.3 In June 1999, the City Council produced

its first City Centre Action Plan in order toreinforce its commitment to the City Centreand to develop its role as Regional Capital,European and International City.

2.1.4 The first Review of the City CentreAction Plan was published in 2002, withsignificant input from the newly establishedCity Centre Panel. The Action Plan sets out avision and considers core themes. It alsomakes area-specific proposals that relate tothe study area.

The Role and Relevance of NewcastleCity Centre - Demos

2.1.5 In 2003, the City Council commissioned

Demos to review the role and relevance of theCity Centre to the economic, social and

cultural life of Newcastle and indeed theRegion as a whole, in order to build a new setof priorities for the future. Demos consider thatthere is broad consensus on the aspirationsfor the City Centre but considerable divergenceof opinion on the ‘art of the possible’.

The report highlights the importance ofimproving quality of life (e.g. City Centrehousing, public services); quality of opportunity(e.g. access to learning and range ofemployment) and quality of place (e.g. legibility,permeability) and identifies several keythemes, which need to be addressed if the City

Centre is to realise these goals.

2.2 Regeneration Context

2.2.1 While the area’s relationships south andeast, with the City Centre and the river isimportant, if it is to play its role in theregeneration of the wider City, its relationshipwith the predominantly residential areas to thewest of the City Centre needs to be developed

to their mutual advantage. A large part of thestudy area sits within the Housing MarketRenewal / New Deal for the Communities(HMR/ NDC) boundaries. Significant parts ofthe study area have a key role to play in helpingto achieve their objectives and tying the widerarea into the City Centre and waterfront. Eventhe parts of the study area outside theirboundaries have an important role to play.

2.2.2 The West End Regeneration Plan (2001)

considered it likely that there will be continuingpressures for expansion of the City Centre andthese need to be made to work to theadvantage of local communities in terms ofemployment opportunities, improved localservices and a better environment. It identifiedthe area north of the College on Westmorland




Road as a potential new neighbourhoodcentre. It also encouraged improved linksthrough the ‘Elswick Riverside’ area to thewaterfront, and suggested a review of primaryschool provision in the area to take account ofpotential development in this area.

2.2.3 The Area Development Framework(ADF) for the Inner West was produced in2003. The initial programme of interventionslay to the west of the study area focusing onexisting housing markets. The strategicapproach to the West End is currently beingrevised to ensure that new housing marketopportunities at the city centre fringe areharnessed to help deliver market renewal. TheHMR Pathfinder is currently working with theNDC on producing a coordinated strategy,

which will update the ADF. They are seeking togenerate a housing market in the area and toattract a greater balance and mix of housingtype and tenure. There is a particular lack offamily housing for sale and a lack of modernhousing, and a lot of the sites that are availablefor development at the moment are tooisolated and piecemeal to interest privatehousebuilders. A masterplan has recently beencommissioned for the adjoining Elswick area(The Elswick Masterplan), which will look to

pull together and update all the previous workthat has been done in this area.

2.2.4 With regard to economic development,NDC have identified a need for business startup units as well as managed workspace.There is also a demand from light

manufacturing and processing businesses.

2.2.5 In September 2003 the Draft NewcastleGateshead Pathfinder Prospectus wassubmitted to the ODPM and a programme for2003 – 2006 is currently being delivered. Theobjectives for this HMR Pathfinder are:

• To strengthen and stabilise the housingmarket through better matching supplyto the needs and aspirations of localpeople.

• To promote and provide a wider choiceof good quality in housingaccommodation, specification anddesign with improved opportunity andaccess for all.

• To foster distinctive, attractive

neighbourhoods in which people fromdiverse backgrounds will choose tolive, learn, work and invest.

• To manage, enhance and improve thephysical, economic, environmental,social and cultural assets of theneighbourhood.

2.2.6 In February 2004 the City Council approvedthe LDF Interim Policy Statement on Housingand its accompanying Interim Planning Guidance

on the Release of Land for Housing. TheGuidance requires all applicants for housingschemes of 10 units or more to justify theirproposals in relation to housing market renewalor regeneration objectives. Schemes notmeeting these objectives will be refused planningpermission.

2.3 Transport Policy

Context

2.3.1 Government policy on transport andplanning is set out in Planning Policy

Guidance 13: Transport (March 2001).PPG13 reaffirms the Government’s approachto transport; to reduce the propensity to usethe private motor car and only allowdevelopment that is accessible by a broadrange of modes. Importantly it advises localauthorities to give priority to people over easeof traffic movement and plan to provide moreroad space to pedestrians, cyclists and publictransport in town centres, localneighbourhoods and other areas with a mixture

of land uses.

2.3.2 It also recognises that the availability ofcar parking has a major influence on themeans of transport people choose. Localauthorities should therefore look to reduce thelevels of parking required by encouraging useof more sustainable transport choices; notrequiring developers to provide more carparking spaces than they themselves require;and encouraging the shared use of car

parking.

2.3.3 The PPG also stresses that trafficmanagement should contribute to planningobjectives by:




• Reducing severance, noise, local air

pollution and traffic accidents;

• Promoting safe walking, cycling and

public transport across the whole

journey;• Improving the attractiveness of urban

areas and allowing efficient use of

land; and

• Helping to avoid or manage

congestion pressures, which might

arise in central areas from locational

policies.

2.3.4 The key objectives of the Tyne and WearLocal Transport Plan 2001-2006are to:

• Improve access to services and

facilities for all, particularly those with

mobility problems

• Promote economic growth through

regeneration and improved prosperity

•Improve links between public

transport networks and improve

integration of land use and

transportation planning

• Improve road safety and reduce the

fear of transport related crime

2.3.5 The core strategies adopted to achievethese objectives are:

•Changing land use patterns to

reduce the need to travel and to

provide greater choice

• Increasing transport choice by

providing alternatives to the car and

to road freight transport

• Managing traffic to inhibit growth and

to reduce its adverse effects on

safety and environment

• Providing increased road capacity

but only where this is essential after

allowing for the effects of the above

traffic reduction measures

• Safeguarding the historic investment

in infrastructure by maintaining it in a

safe and usable condition

2.3.6 The application of maximum parkingstandards and the requirement for Travel Plansin conjunction with new developments arerecognised as important tools in controllingtraffic generation associated with newdevelopments. Parking standards areproposed to be generally in line with PPG13.

2.3.7 In Policy T4 the UDP states that “parkingprovision will be managed to protectenvironmental quality and the viability ofcommercial areas especially the city centre.”Policy T4.1 further states that public carparking will be managed to:Support the commercial viability of the citycentreMaximise vehicle turnover, andFacilitate the replacement of parking space

lost as a result of redevelopment




2.3.8 It is the policy of the Council (UDP PolicyT4.2) that the city centre public parking stockwill be maintained at 10,000 spaces. Growthin demand above this level is to beaccommodated through public transportimprovements, park and ride and incentives forcar sharing introduced to the public parking

stock.

Table 2.1: Maximum parking standards for city centre developments

Land use Parking standard

B1 business uses 1 per 200m2 gfa or for proven operational needs

B2 general industrial 1 per 200m2

Hotels 1 per bedroom + 1 per manager

Housing for sale 1 per dwelling

Social housing 1 per 2 dwellings

Sheltered housing 1 per 3 dwellings

1 per unit of warden accommodation

Student housing 2 per development for disabled/essential users

2 per development for visitors

1 per unit of warden accommodation

1 per 20 bed spaces over 40 bed spaces




2.3.9 The UDP states that parking provision inthe city centre should meet essential needsonly and deter unnecessary traffic fromentering the central area. Thus, the UDPplaces considerable emphasis on the provisionof additional city centre parking as publicparking rather than as dedicated parking, while

constraining overall provision.2.3.10 The City Council’s maximum parkingstandards in Development Control PolicyStatement 23 for the land uses most relevantto the study area are summarised in Table 2.1below. Other uses such as assembly andleisure are to be determined on an individualbasis.

2.4 Key Reports

2.4.1 Four previous pieces of work thatspecifically covered our study area (in whole orpart) are of particular importance:1. West Central Area Development OptionsStudy - 19992. Gallowgate Masterplan - 19993. Newcastle Central Station DevelopmentOptions Study – 20004. Elswick Wharf Area Accessibility Study – 2001

2.4.2 Given relevance of these documents, itwas appropriate that we gave them significantconsideration. We have set out in theBackground Report summaries of the reportstogether with our comments upon them. Wehave set out a very brief overview of these

below, pulling out key issues, points andcomments.

West Central Area Development

2.4.3 Options Study (PWC) – January 1999A linear study area focused around the St

James Boulevard (West Central Corridor),from Redheugh Bridge in south to Gallowgatein the north. The purpose of the study was toreview redevelopment opportunities of thestudy area following the implementation of theSt James Boulevard.

2.4.4 The study concluded that three coreareas naturally emerged in the WesternCorridor:

1. Southern Gateway – Scotswood

Road / Redheugh Bridge junction. A

Commercial / Regional Leisure

Quarter, providing an entry

monument in the form of a circus with

strong buildings and landscape.

2. Discovery Museum and Central Area

– visual focal point and Cultural

Quarter. The development of a major

open space to reinforce the growth

of a major cultural quarter focused

on the Discovery Museum with links

to the Centre for Life and Newcastle

College

3. Gallowgate / City Walls – Office

Quarter. A commercial centre linking

to Eldon Sq, St James Park andadjacent conservation areas and

ancient monuments.

2.4.5 The report identifies a vision / development framework for the area whichincludes the following key ingredients:

- Redheugh bridgehead (‘Southern

Gateway’) and Gallowgate identified

as ‘gateway’ areas. The SouthernGateway shall take the form of a

circus development.

- The Corridor should concentrate on

new office and leisure/cultural

development which would be

significant on a regional or national

scale (i.e. did not seek a purely local

market)

- Identify a number of critical areas for

early development which would set




a standard for subsequent

development

- High quality development and public

realm to be sought throughout the

area;- Development shall be human in

scale, with relative low rise buildings

throughout the corridor, with

exception of the Gallowgate area;

- Opportunities to introduce at least

one major new open space –

preferably associated with the

Discovery Museum;

- Need to maximise opportunities

provided by high quality heritage

features;

- Need to provide high quality pedestrian

routes. This includes:

- A new spine route linking Newcastle

College through the DiscoveryQuarter to Theatre Village and into

Eldon Square;

- The West Central Route itself in the

form of an urban boulevard; and

- East-west routes across the corridor

including Westgate Road,

Westmoreland Road and anadditional pedestrian route

2.4.6 A commitment to a ‘Boulevard’ type linkthrough the area, rather than urban motorwaywas found to be of critical importance.

Gallowgate Masterplan (DEGW) - 1999

2.4.7 The masterplan was developed for twoconnected parcels, either side of Gallowgate.The northern parcel includes the land between

Gallowgate and Strawberry Place, with BarrackRoad as its eastern boundary and LeazesPark Road as its eastern boundary. Thesouthern parcel lies between St JamesBoulevard to the west and the Town Wall to theeast, with Bath Lane as its southern boundary.

2.4.8 The main aims appear to be:

3. The creation of a mixed-use area,

especially in the Gallowgate block,

with an area of offices fronting

Gallowgate and St James Boulevard.

4. Creation of links from the Metro

Station eastward towards the city

centre and south to the southern

parcel of land.

5. Creation of the eastern link over the

metro tunnel, resulting in a wide, tree

lined pedestrian boulevard.6. Creation of a performance space,

which is sunny and sheltered.

7. The creation of a new “City Gateway”

and landmark building on the axis of

St James Boulevard.

8. The opening up of a view of the Town

Wall along an axis lying due south of

the Metro Station.

2.4.9 The constraints identified include:

9. The metro tunnels

10. The existing junction of St James

Boulevard and Gallowgate

11. The potential exposure of the site

12. The existence of Wellbar House

13. The “truly citywide scale” of St JamesPark




Newcastle Central Station Development

2.4.10 Options Study (Llewelyn-Davies) March 2000. The study area is predominantlylocated to the south of Newcastle CentralStation between Redheugh Bridge in the westand the High Level Bridge in the east. The

western extent of the study area overlaps withthe Discovery Quarter.

The aim of the study is to develop a realisticand flexible strategy for the regeneration of thestudy area that seeks to establish a dynamicand viable mixed-use area within NewcastleCity Centre

2.4.11 The study’s townscape appraisalidentified 4 broad character zones: Neville St

and Central Station Clavering Place (withinConservation Area, including Turnbull)South of Central Station – Stephenson’sWorkshop etc. Forth Banks major land blocks

2.4.12 The key findings of the study included anumber of ‘Strategic Objectives’:Reinforce the distinctive nature of the subareas, in particular the historic fabricIntroduce diversity of new residential,employment, leisure, tourism etc development

Enhance linkages through the study area fromQuayside to the City CentreCreate a gateway north of the station worthy ofa European Regional Capital with priority topedestrians using the station and accessingthe City CentreEvolve a co-ordinated public realm strategy

2.4.13 The overall vision for the area is one ofa vibrant mixed-use quarter, integrating the CityCentre, Grainger Town and Quayside.

Elswick Wharf Area Accessibility Study –Symonds 2001

2.4.13 The Elswick Wharf area is defined byNewcastle Business Park in the west,Scotswood Road in the north, River Tyne insouth and Orchard Street in the east.

2.4.14 The Symonds study was concernedwith accessibility for all modes of transports to2.4.15 the study area. It considers thetransportation requirements of two land usescenarios differentiated according to the extent

of redevelopment assumed to take place withinthe area.

2.4.15 It presents a strategy for pedestrians,cycles and buses, which identifies the future ofthe rail branch line serving Forth Sidings as thedetermining factor in the preferred pedestrianand cycle strategy.

2.4.16 The report assumes that RedheughBridgehead junction improvements will take the

form of a “hamburger junction” and will becompleted by 2008 – however it also statesthat it will be operating at or around its practicalcapacity by the year 2008.




3. Physical Appraisal




3. Physical Appraisal

3.0.1 We undertook a physical appraisal of thestudy area, covering land use, urban design/ townscape, traffic and transportation. Theappraisal focused on:

• urban context and identification of

‘character areas’;

• key gateways and vistas;

• topography;

• existing and potential movement

networks;

• key internal/external views and

landmarks;

• aspect and orientation;

• tall buildings assessment;

• existing patterns of movement and

traffic flows;

• existing and potential desire lines

and other impacts on/opportunities

for pedestrian movement;

• existing transport problems and

opportunities for new services.

3.0.2 The detailed physical appraisal isincluded in the Background Report and a briefsummary is set out below.

3.1 Existing Character

Areas

3.1.1 There is little to no cohesion in the study

area as its character varies considerably interms of development form, urban grain, landuses and topography. As part of the initialappraisal of the area, five existing characterareas were identified (See Figure 3.1):

The Gorge

3.1.2 Characterised by the steep rising, southfacing side of the gorge that has been terracedto accommodate developments with large

footprints, the area benefits from stunningviews across the gorge and the area south ofthe river. The gorge front is highly visible fromthe main approaches to the City by car, trainand metro – it may be considered the ‘window’or ‘face’ of the city centre.

3.1.3 Within this character area, three sub-character areas may be identified. Theeastern side of the area, south of centralstation, benefits from a smaller-scale urbangrain and contains the greatest amount ofhistorically significant buildings mainly

associated with railway heritage and otherswhich contribute to established sheerfrontages and a sense of enclosure. Thecentral area is dominated by the railway bridge,Redheugh Bridge and the Arena. The gorge atthis point is at its steepest and is characterisedby dense tree cover and massive sandstoneretaining walls. The street diving south to joinSkinnerburn Road incorporates these featuresto give a feeling of a sunken lane. The westernpart feels remote from the city centre and

currently dominated by low-density industrialuses. The trees and steep slope of the gorgepresent a green edge ot the area, maskingsome of the development in views from thesouth.

3.1.4 The existing railway branch line makes astrong physical and visual barrier / boundarybetween this area and the Scotswood RoadCorridor.

Strategic Road Corridors

3.1.5 This includes Scotswood Road, StJames Boulevard and Redheugh Road, whichform some of Newcastle City’s main roadarteries and access into the city centre. They




Figure 3.1 Existing Character Areas

also form strong barriers to ease pedestrianmovements between the City Centre and theriverside, residential quarters, NewcastleCollege and Newcastle Business Park to thesouth and west.

3.1.6 These corridors have vital roles as

gateways into the city centre, as well as wellas having major effects on facilitatingmovement between established and futurequarters and communities.

1. The George 2. Strategic Raod Corridors 3. George Street Triangle 4 Discovery Museum 5. The Life Centre




George Street Triangle

3.1.7 The triangle of land between St JamesBoulevard and Newcastle College ischaracterised by small-scale light-industrialuses and a poor quality of streetscape. Theexisting street pattern defines a number of

medium sized blocks. This includes atriangular block that accommodates thechanging orientation of adjacent roads.

3.1.8 The area is strategically located betweenthe City centre and Newcastle College and theresidential communities to the west.Movements through the area, as well as itsinteraction with St James’ Boulevard andNewcastle College should be carefullyconsidered. The existing street pattern

provides a strong basis for the redevelopmentof the area.

Discovery Museum

3.1.9 The Museum, a very attractive buildingand visual focal point of the St James Corridor,is currently isolated from its surroundings – both visually and functionally. Futuredevelopment should serve to raise its profileand integrate it with its immediate

surroundings, as well as the wider City Centre.

Central Station West / International Centrefor Life (ICFL)

3.1.10 This includes the area between CentralStation, Westmorland Road, St James’

Boulevard and the railway branch line. Thearea has two main determinants of itscharacter: The fine grain, small scale mixeduses of the eastern end of Scotswood Roadand of Marlborough Crescent and the largerscale grain and investing of the ICFL and thesensitive rehabilitation of the shop fronts on

Neville Street and the Market managersbuilding point to the success of integratingconservation with good modern development.The mix of uses within this area make it themost vital and animated in the study area.

3.1.11 The strategic location of this area withinthe wider study area means it is crucial thatthe future development form and design of thepublic realm and infrastructure facilitateslinkages between the waterfront development/

George Street area and the railway station/CityCentre. Following the addition of Gallowgateand the Brewery to our study area, a furthertwo character areas were identified:

The Brewery

3.1.12 A working brewery, earmarked forimminent closure and relocation, it is a largesingle land use (in a single ownership) that sitsbetween the residential areas of the Inner

West End and St. James’ Boulevard, with theCity Centre beyond. The site slopes downconsiderably from west to east. The routesthat pass the site are unattractive,unwelcoming, poorly overlooked and havelimited activity, and therefore give theimpression of a ‘back door’ entrance to the City

Centre. The scale of the older frontages onWellington Street, contrasting with the smallscale of the listed former chapel are usefulcites for redevelopment. Similarly the cupolaon a corner block acts as a necessarylandmark. On its southern edge there agreeopportunities to connect with the side streets

and historic frontages on Westgate Road.

3.1.13 The redevelopment of this site willprovide an unrivalled opportunity toregenerates and reconnect the City in thislocation.

Gallowgate

3.1.14 Gallowgale is one of the oldest streetsin the masterplan area and the traditional

enclosed character of the street remains at itseastern end, however this enclosure has beenlost to the west through cleared sitespredominantly given over to carparking andbuildings in need of improvement, the areaslopes down from Strawberry Lane, and theimposing St. James’ Park Stadium, toGallowgate itself. The former brewery bottlingplant (bounded to the west by WellingtonStreet) consisting of vacant industrial buildings,is severed from the majority of the site by the

busy Barrack Road. The majority of the areapresents an extremely poor road frontage.

3.1.15 With a Metro station within the site, andthe benefit of a location right on the edge of theCity Centre and the desirable LeazesConservation Area, the area has significantdevelopment potential.




3.2 Accessibility and

Connectivity

3.2.1 The study area is bisected by a largenumber of major roads as well as some

railway lines, raising major issues with regardto accessibility and connectivity, both within thestudy area, and between the study area and itsurrounding environment. In particular:

• St James Boulevard . – Not currently

functioning fully as a ‘boulevard’.

• Scotswood Road . – Pedestrian unfriendly

route and barrier to north/south

movement (in the process of being

made into a dual-carriageway, which

will compound the problem).

• Redheugh Bridgehead junction . – Barrier to

pedestrian movement and poorly

functioning traffic node and ‘gateway’

(‘Hamburger’ junction proposal will

compound the problem).

• Forth Sidings rail branch line. – Isolates the

majority of the southern part of the

study area.

• Redheugh Bridge, railway line and Metro line

bridges . – Restrict east/west movement

on the southern edge of the site.

3.2.2 In general the study area needs to connect

into and build upon the opportunities providedby the surrounding areas [See overall strategy

plan - Figure 3.2]

3.3 Traffic and Transport

Site Appraisal

3.3.1 The A189 St James Boulevard/BarrackRoad, and Scotswood Road (currently beingupgraded) together provide high qualityhighway corridors, all to dual-carriagewaystandard within the study area, whose principalfunction is however to carry traffic through thestudy area rather than to provide access intoand from it. The A186 Westgate Road is alower standard radial route through the studyarea, but is an important public transportcorridor.

3.3.2 While traffic flows are high on theseprincipal routes (St James Boulevard carriesover 3,000 vehicles an hour during peak

periods) traffic congestion within the area islocalised at present, with the main routesobserved to operate reasonably well undernormal conditions.

3.3.3 Away from these corridors the standardof the local transport infrastructure is generallypoor, reflecting its “historic” nature and, to thesouth of the study area it is compounded bythe topographical characteristics. The area ischaracterised by a lack of direct and goodquality access routes that penetrate the area,

with many physical constraints includingnarrow road widths in places, narrow or nofootways and a number of junctions withconstrained geometry and poor visibility.

3.3.4 Whilst St James’ Boulevard in particularhas high quality pedestrian crossing and cyclefacilities adjacent to major junctions,elsewhere the pedestrian environment isgenerally poor and little specific provision ismade for cyclists.

3.3.5 Bus routes through the area reflectphysical constraints imposed by the highwaynetwork and also existing demand patternsand are broadly concentrated on the majorroutes of Scotswood Road, Westgate Roadand Barrack Road. These services providelinks to the city centre and areas to the northand west.




A number of public off-street car parks are locatedwithin the study area providing a total of nearly1,000 spaces of which 635 are at the Centre forLife. Parking is also provided for the TelewestArena. Controlled on-street parking is availableat several locations including at BlandfordSquare, Forth Street and Westgate Road. In

addition a number of city centre car parkslocated outside the study area are within easywalking distance.

The existing surface level car parks atGallowgate and Strawberry Place (184 spaces)are subject of redevelopment proposals whilenew parking is currently being developedadjacent to the study area at Stowell Street (250spaces) and East St James Boulevard (355spaces). The UDP includes an allocation for a

400 space multi-storey car park at Gallowgate.

Figure 3.2: Strategic Framework




4. Market Appraisal




4. MarketAppraisal4.1.1 A market overview of the study area wasundertaken. The main outcomes of thisoverview in relation to the study area aresummarised in the Background Report. Setout below are some of the key points and

issues identified.

4.1.2 Residential

• Demand for City Centre apartments

has been underpinned by investors

seeking buy-to-let opportunities, but

demand from owner-occupiers and

tenants is still reported to be strong.

• Newcastle Great Park will in the

coming years, dominate the supply

of new build housing stock in the city.

• There is an over supply of social

rented housing in the city.

•

•

The City currently has approximately

6,000 outstanding residential

planning consents yet to be

implemented. These are already in

excess of the City’s housing allocation

over the next 10 years as identified in

the Regional Spatial Strategy.

Prospects for capital growth in the

City’s residential market remain good,

with demand from both occupiers

4.1.3 Retail

• The study area is outside the City’s

strong retail core and beyond the

secondary retail pitches (with only a

small element in the Gallowgate

area).

• As the study area develops there will

be a need for local shops and

services to serve the new residents

and office workers.

and investors still strong. 4.1.4 Leisure

• Concerns within both the public and • The city has a thriving leisure sector,

private sector about the rapid growth particularly in relation to nightlife and

in the number of Cit y Cen tre associated weekend breaks.

apartments. • A shortage of hotel beds has led to

• Developers and occupiers have in the development of a number of new

the past been attracted to other more hotels, together with outstanding

vibrant areas of the city (Quayside, planning consents (time is needed to

Grainger Town etc.) – this will change assess their impact).

as the nature of this area changes.•

There is a new generation of casinos• Housing requirements to create in and around the study area

sustainable communities will need to be • Marlborough Crescent has become

developed in conjunction with Housing an established and important leisure

Market Renewal Pathfinder. area.




• The Gallowgate area is becoming an

increasingly important leisure area

due to the proximity of St. James Park,

The Gate and Stowell Street,

Newcastle’s China Town, new bars

on St. Andrew’s Street and the

Leazes Park Road restaurants.

4.4.5 Office

• There is a shortage of new floor

space in the City Centre which,

combined with strong demand, has

led to an imbalance in the market

(particularly in relation to Grade A

accommodation).

• Future growth is being directed

towards St James’ Boulevard (the

Citygate and St. James’ Gate

developments at either end have both

been successful).

• Gallowgate is being recognised as

an increasingly important office

location by city professionals and has

recently attracted a number of high

profile occupiers.

• The city’s inability to meet office

occupier demand has resulted in the

promotion of out-of-town business

parks. Although limited in number they

are successful.

• The public sector market is strong

with potential for further growth from

Government decentralisation.

• Private sector demand is steady

(significant financial and legal

sectors).

4.4.6 Industrial

• There is a limited industrial market

within this area due to the potential of

realising higher land values for other

uses.

• The industrial and trade counter

operations at the western end of the

study area around Brunel and Penn

Streets are lively and vibrant.

• Many of the industrial uses currently

based within the area located there

for historical reasons.




5. Aspirations




5. Aspirations5.0.1 In order to produce a strategy for thearea that is realistic and deliverable it wascrucial to get an understanding of theaspirations held for the area by those that havea vital role to play in its future. These keystakeholders included landowners, developers,existing businesses, relevant organisationsand agencies, together with the existing and

surrounding communities.

5.0.2 Details of the discussions, meetings andconsultations held with these stakeholders andtheir outcomes are summarised in theBackground Report. Set out below is a briefsummary of some of the key points raised.

5.1 Land Owners and

Developers

5.1.1 We held meetings with key landowners,developers and other businesses operating inthe area to establish their aspirations for thefuture. Key points coming out of thosediscussions included:

• The need for clarity – particularly in locations (e.g. Blandford Square)

relation to residential development. • A significant amount of the property

• Relocation of rail operations from Pottery directly to the south of central station is

Lane is achievable – at a cost. in the ownership of Silverlink. Their

• The International Centre for Life has masterplanners Waring and Netts are

developed proposals to create a new currently working up proposals for an

Science Village within the study area, office-driven, mixed-use development.

focused on the expansion of its life • Removal of the operational gasholders

science/stem cell research and could potentially be achieved – at a cost.

commercialisation activities • Newcastle College is currently engaged

• OneNorthEast and the City Council have in a £50 million expansion programme

been undertaking a range of feasibility that will result in the provision of a

studies on the concept of a Regional number of new facilities - RMJM are

Conference Centre capable of preparing a masterplan for the campus.

accommodating in the region of 1,500 • There are a significant number of

delegates. The study area is the development proposals (at varying

preferred location. stages of preparation) for sites in the

• Llewelyn Davies is developing proposals Gallowgate area. Developers are keen

for a mixed-use scheme on behalf of for clarity to enable these proposals to

Vico who are assembling land in the progress or be amended.

area around George Street. • Scottish & Newcastle have embarked

• The Council has a limited amount of on the first stage of a masterplanning

landownership in the area, although it is exercise for the Brewery site with a

more significant in some specific view to starting marketing in early 2005.




5.2 Organisations and

Agencies

5.2.1 We held meetings with key stakeholdersfrom a range of relevant organisations and

agencies with an interest in the area (NCC,NDC, HMR, Stakeholder Groups.) in order buildupon the information we obtained from thebackground documents and other material togive us a better understanding of the issuesand aspirations that exist in the area. Some ofthe key suggestions and outcomes from thosemeetings are summarised below under aseries of headings:

5.2.2 Connections/Linkages

• Create better connections through

Newcastle College and with its

surrounding areas.

• The future of the railway line running

east/west through the area is

fundamental to the future of the study

area.

•There is a need for better vehicular,

public transport and in particular

pedestrian links going in and out of the

area, as well as a need for better links

within the study area itself.

• There is a need to address the

damaging effect of roads that create

barriers, which restrict the growth of the

City.

• Central Station is a major asset that

needs to be fully exploited.

5.2.3 Relationship with neighbouring residentialareas

• Study area should not develop in

isolation to the adjoining residential

area.

• Future development should seek to

blur those boundaries. There was

concern about the impact of the dualling

proposals.

• Retail provision serving the adjoining

residential areas needs to be improved

• Education, training and skills

development in the West End needs to

better equip existing residents in orderto enable them to benefit from the

enormous opportunities that the

redevelopment of this area will provide.

• There needs to be greater housing

choice, which is lacking in existing

residential areas - in particular the lack

of mid-market housing (there is plenty

at both extremes).

5.2.4 Land use

• Uses should look to complement

successful adjoining uses.

• West of St. James’s Boulevard,

particularly along Westmorland and

Westgate Roads, offers the potential to

provide some retail to serve the West

End.

5.2.5 Public Realm/Environment

• It is important to retain the unique

nature and character of the Marlborough

Crescent area

• The area to the front of the Discovery

Museum provides the opportunity to

create a public square that will enhance

its setting.

• There is a need to recognise the

importance of heritage to the area.




• The area needs to relate better to its

waterfront location.

• The appropriate scale, height and

massing of buildings in various

locations across the study area are

important issues in terms of its future

development.

• The area should have more parks,

open space and greenery.

5.3 Discovery Quarter

Visioning Workshops

5.3.1 A Visioning Workshop was held on 2nd

April 2004 with a range of public, private andcommunity interests in the study area. Theaims of the workshop were to:

• review our interim findings

• listen to the issues, concerns and

aspirations of stakeholders

• identify the Strengths, Weaknesses,

Opportunities and Threats facing the

study area;

• identify the key components of a future

regeneration strategy.

5.3.2 A number of broad issues were raisedduring the event:

• there is already strong developer

interest in the area which should beworked with rather than stifled orconstrained

• there was a broad consensus that

given the sheer scale of the study area,

breaking the area into a series of sub

areas and managing the links between

them was an appropriate approach

• transport and the public realm (and

public sector’s role) were identified as

critical to realising the aspirations of the

area

5.3.3 The second part of the event addressedthe specific themes of:

Office/Business Accommodation

5.3.4 Key issues raised included:

• The study area is a logical and suitable

location to meet the demand for large

floorplate office accommodation.

• If incubators are provided to encourage

the creation of new businesses, this ismost likely to fall to the public sector to

fund and operate. There is a need for‘move on’ accommodation.

• ICL and the University have the

potential to be a major growth pole

through commercialisation of research

and provision of further incubator

accommodation.

• Concerns about potential displacement

pushed of the trade and service uses in

the Scotswood Road area, as many

provide an essential service to the city –

where else could they be relocated to?

• The market for office space in the area

is distinctive; should not compete

directly with out of centre business

parks.

Housing


• Need for consistency and clarity from

the City Council about the form of

development that is acceptable.

• Need clarity on the HMR Interim

Planning Guidance.

• Concern about the lack of facilities to

attract families




• Concern about large amounts of one

particular type of housing aimed at one

particular market being proposed by

developers.

• The housing market already exists in

the study area.

Evening Economy


• The area’s evening economy ‘offer’

should be different from that available in

the rest of Newcastle and appeal to

older age groups and or familyexperience. Both planning and

licensing should be used as

mechanisms to deliver this.

• Could changes in the gaming laws be

a significant opportunity for the area?

• Marketing will be a key issue for the

Discovery Quarter as it develops

ensuring a new experience/brand is

communicated to prospective users

(different from ‘Party Toon’).

5.4 Gallowgate & Brewery

Framework Presentation

5.4.1 Held on 9th July 2004 at NewcastleUnited Football Club’s St. James’ ParkStadium, its purpose was to present our ideas

and emerging plans for the urban design andtransportation framework for Gallowgate andthe Brewery site, in order to keep peopleinformed of progress and to give them theopportunity to comment.

5.4.2 Following the presentation there was theopportunity for those attending to askquestions or to put their views, either in thewider forum or subsequently to us on a one-toone basis.

5.4.3 The comments received werepredominantly made confidentially on a one-toone basis, and subsequently efforts weremade to give them full consideration and,where appropriate, to incorporate them into therevised framework.

5.5 Draft Final Report

Presentation

5.5.1 Held on 24th November 2004 at theAssembly Rooms, Newcastle, this was amorning long event that invited keystakeholders with an interest in the DiscoveryQuarter, Gallowgate and Brewery areas to

come along a see a presentation of the DraftFinal Plan. There was also an opportunity forthem to make comments as well as raisequestions and issues, or to discuss mattersinformally with members of our consultantteam. It was attended by 47 people

5.5.2 Some of the key comments raisedincluded:

• Will the production of the final report

enable developers to progress the

planning applications they wish to

submit – does it provide a framework

for determining applications?

• What is the situation with residential

proposals outside the key sub-areas

(sub-areas 3, 4 & 5) identified for HMR

related residential development?

• Are the tall buildings proposed the right

height and in the right location – what is

the rationale?

• Does the area/City need tall buildings

at all?




5.6 Community

Consultations

5.6.1 Two staffed public exhibitions were heldon the 12th and 13th of October 2004. Thepurpose of these exhibitions was to show and

explain to the community of the Inner WestEnd of Newcastle our draft strategy andproposals for a large area of Newcastle thatseparates their community from the CityCentre, and record their comments on whatthey thought about the proposals:

• Did they agree with what is being

proposed?

• Did they have other suggestions?

• Which proposals did they think are

most important – what were their

priorities?

• What do you think of the proposed

locations?

5.6.2 Two separate exhibitions were held uponthe advice of Newcastle New Deal forCommunities in order to reach communitiesboth in the north and in the south of the InnerWest End.

5.6.3 We also met with the SummerhillSociety on 13th September 2004, representingresidents living in the adjacent Summerhillarea.

5.6.4 Presentations were also made on 1st

July and 13th September 2004 to theNewcastle City Centre Panel

5.6.5 A note, summarising our findings andproposals, was circulated at the NDC BoardMeeting of 14th September 2004 and

subsequently a presentation was made to the12th October 2004 Board Meeting.

5.6.6 Some of the key points raised from allthese discussions with the community were:

• A desire to see larger family housing

(both private and social), particularly on

the Brewery site.

• A need for better choice of housing for

the elderly and the disabled.

• Currently a lack of suitable social

housing in many parts of the area(overcrowding) - some of the Brewerysite may provide an opportunity tosupply a greater range of social housingfor the wider area.

• More good quality and safe public

spaces are needed as well as an

improved public realm.

• Area needs to cater for and support

smaller businesses (SMEs) as well as

the larger offices.

• The brewery is a valuable part of the

heritage of the area.

• A wish for more attractive, pleasant

and safe routes linking into town.

• Support for retail facilities on

Westmorland Road.

• St. James’ Boulevard should be more

pedestrian friendly.

• A wish to see leisure facilities that cater

better for all ages, particularly in the

evening.

• A lot of concern about the current

widening of Scotswood Road, withsupport for the idea of it becoming more

attractive and safe for pedestrians.

• Improve the environment and shopping

facilities on Westgate Road.

• Concern that the new development will

only benefit the wealthy and the

developers, pushing the problems

further out - linking the prosperity of the

city to the poorer areas is of crucial

importance.




• Some concern about the level of car

parking new development would

generate.

• Section 106 agreements should be

used where possible to ensure that the

local communities will benefit as much

as possible from the new development.

• Important that there is further andcontinuing consultation andengagement with communities in thefuture as ideas, proposals andschemes are developed for the area.

5.7 Future ConsultationAs the final point above correctly points outthere will be a need for consultation andengagement of all the key stakeholders and thewider community to continue. This report isonly a small part of an ongoing and developingprocess.

As this report is taken forward and as ideas,proposals and schemes are worked up forparticular areas or specific sites, it will be vital toengage those affected by, or with an interest in,their development to ensure that there is, wherepossible, as much support and ownership of thatdevelopment as possible, together with

agreement, clarity and understanding about theway forward. In particular it is important that theinvolvement in this area of the existing residentsof the adjoining neighbourhoods of the InnerWest End continues to develop and grow, asthe future of this area is fundamental to theirfutures.




6. Transport Analysis




6. Transport

Analysis

6.0.1 A detailed analysis was undertaken uponthe strategies road network of the impact uponthe strategic road network of land use anddevelopment scenarios emerging as part of

the study’s proposals. This has tested theimplications of the land use and developmentscenarios that were developed as a result ofthe urban design studies, stakeholderconsultations and option development, and hasidentified the strategic and local transportinterventions that will be required to support themasterplan.

6.0.2 It became apparent early in this processthat the impacts of the scale of development

that the area might accommodate couldextend well beyond the study area and that tofully address these impacts a traffic modelcovering the city centre and strategic routesoutside the city centre was required. Thedevelopment of such a model is alreadyintended by the City Council but CBP

considers that it needs to be progressed withsome urgency to allow the full assessment ofthe development proposals and of thetransport strategy necessary to accommodatethem.

6.0.3 In the absence of such a model and with

the agreement of City Council officers CBPhas used the TRANSYT software to assessthe impact of the Discovery Quarter/Brewery/ Gallowgate masterplans on the junctions alongSt James Boulevard, Westgate Road andGallowgate/Barrack Road that lie within thestudy area. Full assumptions for the trafficmodel created are given in the backgroundreport, and are summarised below:

6.1 TRANSYT Modelling

6.1.1 Base flow data for the TRANSYT modelwere derived using existing traffic count data.No future growth in base flows was allowed for,other than from committed developments (asagreed with the Council). To derivedevelopment-generated traffic, in the firstinstance trip rates were adopted from theElswick Wharf Area Accessibility Study, againas agreed with the Council. The development

trip distribution was derived using 2001 census journey-to-work data for employment-relatedtrips and a population-based gravity model forleisure-related trips.

6.1.2 The modelling of the base situation (i.e.the existing network with existing traffic flows)

identified the critical points on the existingnetwork. These are on Gallowgate, particularlyat the junctions with Strawberry Place andPercy Street, and on St James Boulevard atWestmorland Road and Wellington Street. It isanticipated that no significant increase in trafficlevels on this part of the network will be

contemplated without measures to addressthe problems identified in the study.

6.1.3 The results of the initial modellingexercise with development traffic addedindicated that there would be serious capacityproblems on the network modelled, includingon the Inner Distributor Route (IDR) at PercyStreet. Clearly, this will be unacceptable andmeasures will need to be brought into placethat effectively constrain traffic levels on

Gallowgate/Percy Street, and encouragestraffic to use alternative routes via BarrackRoad or the A167(M) inner ring road instead.

6.1.4 In addition measures (such as the roadclosures previously proposed by the Council)to prevent rat-running in the Leazes/QueenVictoria Road area will be necessary to preventthe displacement of through traffic into thisarea.

6.1.5 These model results showed clearly thatcar trip generation would have to be restrainedto a significantly lower level than that implied bythe Elswick Wharf Study trip rates if thedevelopment aspirations for study area were tobe accommodated without a major impact onthe operation of the road network. Further




modelling was then carried out using trip ratesfor B1 derived from 2001 Census data formode shares, which shows that 37% of worktrips to the City Centre are made by cardrivers. This analysis produced trip ratessignificantly lower than in the Symonds report.Also, trip rates for leisure and hotel uses were

reduced by the same amount, whilst trip ratesfor the conference centre were re-calculatedusing predicted visitor/delegate numbers datafrom One Northeast’s ‘Regional Assessmentfor a Purpose Built Conference and ExhibitionCentre’.

6.1.6 Clearly the achievement of lower car tripgenerations will be dependant on the deliveryof significantly improved accessibility to thearea by other modes. The improvement in

non-car based accessibility to “city centre”levels must be the aspiration for all parts of thearea, particularly for locations where high tripgenerating land uses are proposed.

6.1.7 The highway network modelled includedinterventions that arose from the urban designstudies. These were:

• The redesign of the improved

Redheugh Bridge/Scotswood Road

junction as a signalised crossroads

instead of the “hamburger” layout

previously proposed

• Upgrading Wellington Street as a

through route between St James

Boulevard and Barrack Road to

relieve the northern end of St James

Boulevard of traffic (and assist in

encouraging traffic away from the

IDR)

• Redesign of the Gallowgate/St

James Boulevard junction to provide

a more pedestrian friendly layout and

release land for public realm

improvements

6.1.8 The modelling identified a number ofadditional highway improvements that wouldbe necessary in order to achieve a networkwithout significant capacity problems.

6.1.9 The highway interventions thusproposed are listed below and discussedfurther in the area frameworks (Chapter 8):

• Redheugh Bridge/Scotswood Road

junction – all-movement signalised

junction created (Figure 6.1)

• St James’ Boulevard/Wellington

Street – junction widening (Figure 6.2)

• Barrack Road/Wellington Street - all-

movement junction created (Figure

6.3)

• St James’ Boulevard/Gallowgate –

roundabout converted to signalised

junction (Figure 6.4)

6.1.10 In addition to these the City Council isunderstood to be developing a design for trafficsignal control at the Gallowgate/St AndrewsStreet junction. No design for this junction wasavailable, however.

6.1.11 With these works in place the roadnetwork within the study area would

accommodate the traffic generated but withoutany margin of reserve capacity. The operationof the Westmorland Road/St James Boulevard junction depends critically on traffic routeing inresponse to the restrictions on Gallowgate/ Percy Street discussed above, an issue thatcan only be fully analysed with a city centretraffic model. Should the majority of traffic useWestmorland Street as part of an alternativeroute via the A167(M), then furtherimprovements to the capacity of this junctionwill be required.




Figure 6.1: Reviced Junction Layout: Redheugh Bridge / Scotswood Road Figure 6.2: Reviced Junction Layout: St. James Boulevard and Wellington Street

38 Discovery Quarter/Brewery/Gallowgate



Figure 6.3 Reviced Junction Layout: Wellington Street and Barrack Road Figure 6.4 Adviced Junction Layout: St. James Boulevard and Gallowgate / Barrack Road




Phasing of interventions

6.1.12 The phasing of transport works willdepend to a very large extent on the timing ofdevelopment. Indeed some of these works willclearly be related to the development ofspecific sites.

6.1.13 Given the considerable uncertaintiesconcerning the timing of development andindeed the detailed content of specificdevelopments, it is not possible at this stage tomeaningfully analyse the phasing of transportinterventions in any detail. However it ispossible to comment in general terms on thelinkages between interventions and thedevelopment of the areas. Further, the areaframeworks in Chapter 8 of this report identify

some priorities for interventions.

6.1.14 The transport interventions identifiedhave a range of objectives relating toaccessibility, urban design and networkcapacity. The considerations that willdetermine their timing will be correspondinglydiverse. Some general comments on phasingare provided below.

• Public transport enhancements – it

will be important that these are in

place from the early stages in the

development of the areas.

• Gallowgate/St James Boulevard

junction conversion to traffic signals

– this scheme could be considered

for early implementation to assist in

addressing problems relating to the

interaction of this junction with the

adjacent junction at Strawberry Place.

It will need to be implemented prior

to the implementation of the major

urban space proposed for within the

site to the north of Gallowgate.

However if it is to be implemented

before the Wellington Street

upgrading (see below) then further

analyses will be need to confirm that

the proposed layout can

accommodate prevailing traffic

levels.

• Wellington Street upgrade and

associated works at the junctions with

St James Boulevard and Barrack

Road – the timing of these

interventions will be determined by the

timing of significant development on

the Brewery sites west of St James

Boulevard. The works will be required

to provide an alternative traffic route

removing traffic from the north end

of St James Boulevard and

Gallowgate, to achieve road capacity

and urban design objectives

• Scotswood Road/St James

Boulevard junction alterations – as

noted elsewhere in the report this

scheme will be required to support

development in the Waterfront area

of the Discovery Quarter. The timing

of its implementation will therefore be

related to the rate at which

development occurs in this area.

Conclusions

6.1.15 The analysis of the road networksuggests that the development aspirations for

the study area areas can be accommodatedsubject to:

• Interventions to ensure that reliance

on the car for journeys to the area is




minimised – these will include

improvements in the area’s

accessibility by public transport and

improved local linkages to encourage

walking and cycling.

• Parking provision that is compatible

with the above and is related to the

capacity of the road network.

• Traffic management to discourage

increased use of Percy Street and to

prevent rat-running in the Leazes/

Queen Victoria Road area

• A city centre-wide and even city-wide

transport strategy/plan that can

accommodate the wider impacts of

the development of the area – in

particular in providing acceptable

alternative routes to the inner

distributor road for traffic to/from the

area and in constraining growth in

through traffic movements on St

James Boulevard.

• Road network improvements within

the study area.

6.1.16 The above requires a shift in emphasisin the function of St James Boulevard from athrough traffic route towards the provision ofaccess to the area through which it passes.Some aspirations identified in the study, inparticular the provision of more direct

pedestrian crossings at junctions, will dependon achieving an even more significant“downgrading” of the traffic functions of theroute.

6.1.17 It has not been feasible to assess thewider transport issues related to thedevelopment of the area that is identifiedabove. These do however need to beaddressed once suitable modelling tools areavailable.

6.1.18 Details of the phasing of interventionsto enhance transport services andinfrastructure will depend to a large extent onthe timescales within which developmentproposals for specific sites come forward.

6.2 Parking

6.2.1 Proposals for parking provision in the

study area must take account of:• The City Council’s policies

• The trip demand generation potential

of the masterplans for these areas,

and

• The capacity of the road network to

accommodate additional traffic

generation

Policy issues

6.2.2 It is the City Council’s policy that publicparking in the city centre should be capped at10,000 spaces. Analyses undertaken by theCity Council and provided for this studyindicate that in December 2002 there were10,435 public parking spaces in the city centre.Of these some 958 were in car parks thatwere the subject of approved developmentproposals expected to be implemented by2005. A further 750 spaces in theGreenmarket MSCP could be lost ifdevelopment proposals affecting that site were

progressed.

6.2.3 Committed new parking provisiontotalled 1,035 spaces at Stowell Street (250),East St James Boulevard (355) andStockbridge (430). The UDP provision for aMSCP at Gallowgate was assumed to providea further 400 spaces.

6.2.4 If parking supply within/adjacent to themasterplan areas is considered, then some

430 spaces are expected to be lost todevelopment with some 600 new spaces beingprovided at Stowell Street and East St JamesBoulevard.

6.2.5 Thus, if considered solely in terms of theUDP policy of maintaining 10,000 public




parking spaces in the city centre, andassuming the Greenmarket MSCP is retained,there would be no requirement for additionalpublic parking to be provided within theGallowgate/Discovery Quarter masterplanareas. If the Greenmarket MSCP is removedthen a requirement arises for the provision of

at least 240 new spaces, potentially at theGallowgate location identified in the UDP. Thefurther provision of significant new parkingwould breach the policy of capping the overallprovision at 10,000.

6.2.6 However, with the potential creation ofsome 12,000 new jobs as well as major newleisure opportunities and hotels, the scale ofdevelopment provided for by the masterplanswill represent a substantial expansion of city

centre activity and an extension of the citycentre westwards in areas not currently wellserved by car parking. It is necessarytherefore to consider a significant provision ofnew parking in these areas to maintain theiraccessibility. How much parking should beprovided is considered below.

6.2.7 Thus it should be appropriate to reviewthe UDP policy of capping city centre parkingat 10,000 spaces. That review will take intoaccount the potential for further modal shift fortravel to the city centre including thedevelopment of Park and Ride.

6.2.8 It may be that, particularly with thedevelopment of Park and Ride, the existing“cap” can be retained, increased but not

substantially. In this case a redistribution ofparking to reflect the changes in the distributionof activity will be achieved by developing newparking serving the west of the city centrewhile allowing existing car parks elsewhere tobe redeveloped without replacement.

6.2.9 Most of the new parking provision shouldbe in public car parks rather than as on-sitededicated parking. This, together with the juxtaposition of mixed uses that exhibit differentparking demand profiles, will maximise theefficient use of spaces and reduce the overallrequirement for parking. It would not seemappropriate to apply more restrictive maximumstandards for on-site parking than applies inthe rest of the city centre. However there is acase for reviewing those standards as part of

the LDF process, to ensure that future parkingprovision reflects changes in transport sincethe current standards were adopted and areappropriate over the lifetime of the LDF.

Proposals for parking

6.2.10 Table 6.1 provides a broad indication ofemployment (B1)-related parking demand.This is compared to the allowed parkingprovision, based on the Council’s maximumparking standards. Demand is based on thecurrent car driver mode share for city centre journeys-to-work of 37%. However, since themasterplans are likely to be implemented overa considerable time horizon, possibly up to 1015 years, it is appropriate to make provision forparking not based on current transportbehaviour and mode shares but on how it may

be expected that modal shares will changeover the masterplan period. Hence Table 6.1also presents a demand estimate based onthe lower car driver mode share of 30%.

Table 6.1: Supply and demand for B1 parking

B1

Gallowgate/Brewery 809

Discovery Quarter 805

Provisionbased onparkingstandard

2493

2481

Demand -37 %mode share

2021

2012

Demand -30% modeshare

6.2.11 In addition to employment uses themasterplans anticipate substantial elements ofleisure uses and major hotel development.The latter is focused on the Gallowgate areawith the potential provision of up to 1,600 beds.Given that peak parking requirements for bothleisure and hotel uses occur during theevening and at weekends the scope for theseuses to share parking space with employment-related demand should be achievable. Thecurrent maximum parking standard for hotelsof 1 space per bedroom is inappropriate forcity centre locations and should be revieweddownwards to avoid over provision of parkingin the area.

6.2.12 Making a nominal allowance of 300additional spaces each for leisure and hotel-




related demand (the latter in the Gallowgate 6.2.16 The Council’s maximum residentialarea only) and allowing for future changes in parking standards allow one space permode shares for trips to the city centre, a dwelling for housing for sale. It would not beprovision of around 2,600 parking spaces in desirable to reduce this further as a lack ofthe Gallowgate/Brewery area, and around adequate parking could discourage people2,300 spaces in the Discovery Quarter area from moving into the area. Howeverwould seem appropriate. Of these up to 1,000 opportunities for forms of development that

in each area may be provided as dedicated make lower provisions for parking should beparking (although this should be kept to a examined, in particular where adjacent publicminimum) with the balance provided in new parking is available.public car parks.

6.2.13 In the Gallowgate area some 400 of thenew public parking could be provided north ofGallowgate to replace existing parking thatwould be lost due to redevelopment and tocater for additional activity in that area. Theremaining 1,200 spaces should be provided on

the Brewery site accessed directly or indirectlyfrom the upgraded Wellington Street.

6.2.14 Within the Discovery Quarter areaparking space should be provided such that itis accessible from the major highwaycorridors, and could be accessed from theupgraded/extended Pottery Lane.

6.2.15 Feasibility studies for the Conferencecentre have indicated a requirement for 1,000parking spaces to serve the facility. However,the full assumptions behind this figure areunclear and further detailed analysis will berequired to establish the parking requirementsfor the centre.




7. Development

Strategy




are

7. Development

Strategy

7.0.1 In this section we have set out aDevelopment Strategy which outlines anumber of key roles that the study area canplay in the future of the city. We will appraiseeach of those elements of the strategy (arethey desirable, achievable, compatible?) andthen identify strategic areas of intervention thatcan help to deliver them.

7.1 Key Conclusions

7.1.1 The development strategy for the area isbased upon the following:

• It is a key transition zone linking City

Centre to Inner West

• It is the largest remaining opportunity

for growth of the City Centre

• It has strong market interest- often in

accord with City Council’s aspirations

• It has good strategic connections /

poor local linkages

• It is not one coherent area, but a

collection of identifiable sub-areas

• It is clear that the market interest to

bring forward development in the area is

already there. However, we need a

strategy because:

• investors and developers require

certainty– there is a need to establish

clear land use/urban design principles

• there will be a need for land assembly

and remediation to achieve strategic

objectives and timely development

• managing a mix of uses/activities is

critical to avoid fragmented

development and to achieve urban

design aspirations

• public investment will be required in

physical infrastructure and public realm;

the strategy will provide basis to unlock

this

• but this is not an exercise in creating a

market; the strategy must focus on how

the public sector can add value

7.1.2 It is concluded that the study area is toobig to be a single coherent entity. It needs to bebroken down into manageable areas, whichare connected to each other and to theirsurrounding areas.




7.2 The Strategic

Development Concept

7.2.1 There are a number of important rolesthat the study area can potentially play in thefuture of the city of Newcastle. It can become

several or all of the following:• Newcastle’s next major office quarter

• Centre for the knowledge economy

• Place for City living

• Anchor tourism destination

• Distinctive part of the City’s evening

economy

• Multi-modal transport hub

• Link between the City Centre and West

End.

7.2.2 The following is an analysis of eachof these potential roles.

Newcastle’s next major office quarterGiven the size of the study area and itslocation directly west of the City Centre, itoffers the scope to accommodate a broad

range of office development. In particular, thescale of many of the sites within the study areaoffers the potential to provide a significantamount of large floorplate office developmentin close proximity to the City Centre in order tomeet the significant latent demand that is felt toexist.

7.2.3 Several good potential locations stand out:

• Gallowgate – Right on the edge of the

City Centre, with existing pressure for

office development, a Metro Station and

the success of Citygate this is an ideallocation for large-scale development

aimed at the corporate market.

• St. James’ Boulevard – Prominent and

accessible, the northern end should

build upon the success of Citygate

providing further large properties for the

corporate market, with a mixture of

larger and smaller buildings, aimed at

the bioscience, professional, creative

markets, being developed towards the

southern end.

• South of Central Station – A combination of

proximity to Central Station, the

success of Central Square and

developer land assembly/acquisitionunderway means that this area should

be able to provide larger units to meet

the corporate market’s needs.

• Newcastle Business Park Extension –

Building upon the success of the

adjacent Business Park this area could

provide self-contained owner/occupier

units. These should take on a slightly

more ‘urban’ (as opposed to ‘out-of

town’) form than the existing units.

7.2.4 Centre for the knowledge economy

The Life Knowledge Park, based at theInternational Centre for Life and a joint venturebetween the NHS, Newcastle University andICL was recently granted a licence by theHuman Fertilisation and Embryology Authority

to create stem cells from unfertilised humaneggs. This is the first licence to be granted inthe UK and has the potential to contribute tothe development of new treatments for a rangeof diseases including Alzheimer’s andParkinson’s. The newly launched ‘sciencecities’ fund, developed through the NorthernWay, may also afford funding opportunities.

The International Centre for Life has developedambitious proposals for the expansion of its

activities, centred on the creation of abiotechnology village to the south of theexisting site. The proposals encompass theprovision of at least 45,000 sq.m of newaccommodation for research and developmentactivity and include provision of hotel




accommodation for visiting researchers. ICFLrecently launched its proposals for the‘Newcastle Technopolis’ which aims to attractmajor pharmaceutical companies to the City.

This, combined with the close proximity ofNewcastle University and Newcastle College to

the study area, means that the area hassignificant potential to deliver as a centre forthe knowledge economy.

7.2.5 Small and medium-sized enterprises

The Discovery Quarter is already home to adiverse mix of small and medium-sizedenterprises as an edge of city centre locationwhere land values to date have beencomparitavely low. There are particular

concentrations of small businesses to thesouth of Scottswood Road/east of theNewcastle business park and in the GeorgeStreet triangle.7.2.6 Some of these firms provideemployment for local residents and it will bevital to ensure that the strategy for theDiscovery Quarter sustains and developsthese opportunities. Whilst in some instancesrelocation will be required to facilitatedevelopment, the City Council should workclosely with the affected businesses anddevelopers to establish suitable relocationarrangements.

7.2.7 Elsewhere in the UK there is evidencethat small businesses can play a catalytic rolein the regeneration process. Newcastle’s own

Pink Lane, Sheffield’s Cultural IndustriesQuarter, Liverpool’s Duke Street/Bold Streetarea and Birmingham’s Jewellery Quarter allprovide important exemplars. Affordableworkspace/studio space can be created, oftenthrough the conversion and refurbishment ofexisting premises. This can attract and retain

SME’s which in turn play an important role insustaining the vibrancy of a neighbourhood,create employment and support local services.

7.2.8 There are particular conversionopportunities within the historic fabric of theStephenson Quarter and through therevitalisation of the railway arches alongpottery lane. These are explored in the areaframeworks which follow.

Place for City living

7.2.9 Much of the area could become a placefor city living to ensure that it generates life andactivity around the clock and at weekends.However this should not just mean more largeblocks of 1 and 2 bed flats. There areconcerns that to a large extent investors arekeeping this market going and that the centreof the city is storing up a potential housingmarket problem which could emerge as asignificant issue were there to be a downturn inthe housing market. There needs to be agreater variety of housing in the centre of thecity and this area provides an ideal opportunityto create it, supplying a greater variety ofhousing type to a broader market.

7.2.9 Larger housing units, houses and flats,should be encouraged to bring about a greaterbalance and mix in the market and in thepopulation. They can offer greater flexibility andadaptability (in particular where they meetLifetime Homes standards). Very importantlylarger housing appeals to a number of

markets, not just nuclear families. In particularyoung adults who choose to share with severalothers (rather than live alone in small flats) area key potential market, often with high levels ofdisposable income that can help to sustainlocal services and facilities. Existing largerhousing in the adjacent areas of Summerhilland the Leazes has stood the test of time andcontinues to be popular. In terms of new build,the Procter and Gamble site in Gosforth,recently developed by Crosby contains

townhouses and large semis that have workedwell. There are also examples from othercities, like Manchester where at the edge of thecity centre in Hulme a significant amount of thenew larger housing (in particular 3-storey 4bed terraces with gardens) has been verysuccessfully developed and sold to a broadmarket.

7.2.10 Whilst it is envisaged that the majorityof this housing would be private housing forsale there should be an element of social andkey worker housing considered. Pepper-pottingof this housing will enable to blend it in withsome of the adjoining areas of social housing.

7.2.11 Given the size and location of the study




area, parts of it can potentially have significantpositive impacts on the housing markets inmany of the adjoining neighbourhoods. Parts ofthe area that directly adjoin existingneighbourhoods in the Inner West in particularhave a vital role to play in helping to deliverHousing Market Renewal objectives in

Newcastle’s West End. Appropriate residentialdevelopment should be concentrated in theseareas.

7.2.12 In order to become truly a place for cityliving it will be important to plan for andencourage the development of the associatedcommunity facilities and infrastructure (shops,schools, services, open space, etc.) that helpto create a neighbourhood - particularly iflooking to attract/retain families. Building upon,

reinforcing and supporting existing successfulfamily housing markets (e.g. Summerhill) willbe important in attracting and retaining familieswithin the area.

Anchor tourism destination

7.2.13 Located next to the major tourism andvisitor attractions of the City Centre, Quayside(Newcastle and Gateshead) and St. James’Park, as well as being next to Central Station,the study area is ideally situated to meetdemand for hotels and other associated(particularly leisure) uses. However it is alsopotentially a significant destination in its ownright.

7.2.14 Currently within the area the

International Centre For Life, the DiscoveryMuseum and some smaller scale leisure usesattract visitors to the area. The Centre for Lifehas exhibits focusing on the origins of life, DNAand the human body. The Centre plays animportant role in raising public awareness ofscience and science education and in working

with schools to develop innovative learningprogrammes. Discovery Museum is the NorthEast’s largest free museum with a focus onTyneside’s past, present and future; it housessome of the finest collections of technical andscientific collections outside London and hasimportant collections relating to maritimehistory, social history, regimental militaria andcostume. The Museum was attended by justunder 200,000 visitors in 2003 and recentlycompleted a £12.25 million refurbishment

programme.

7.2.15 The potential to introduce further leisuredevelopment into the area, including somelarge-scale leisure development (e.g. casino),together with a raising of the area’s profile andenhancement of its environment, couldsignificantly boost the its role as a visitor/touristdestination. The single biggest boost to thatrole would be the locating of a RegionalConference and Convention Centre within thearea, bringing large numbers visitors on a veryregular basis.

Distinctive part of the City’s eveningeconomy

7.2.16 The study area has an interesting mix

of traditional pubs and new bars/venueswithout establishing a particularly strongidentity as a distinctive evening economydestination. The area does not have the sameprofile as the City’s Bigg Market or Quayside – it does not yet offer the right ‘product’ toachieve this distinction.

7.2.17 The study area offers the potential toprovide an evening economy that serves abroader range of the city’s residents andvisitors – in particular the older adults andfamilies who feel excluded by the drinkingculture prevalent in many other parts of theCity Centre. The fact that significant parts ofthe study area are reasonably centrally located(and some are in close proximity to CentralStation) and yet separated from established

‘drinking circuits’, may help to encourage otherevening uses such as café-bars, familyrestaurants and casinos.

7.2.18 There are number of particular areasthat are established or have the potential tobecome something distinctive:

• Marlborough Crescent – an established

and distinctive evening economy

popular with the gay community.

• Gallowgate - increasingly important

due to the proximity of The Gate and

Stowell Street, Newcastle’s China Town,

new bars on St. Andrew’s Street and the




more upmarket Leazes Park Road

restaurants.

• Forth Banks – with bars and

restaurants towards the bottom end it

can further exploit its link to Quayside

as well as its proximity to Central

Station.

Multi-modal transport hub

7.2.19 A number of significant elements oftransport infrastructure are located within (ordirectly adjacent to) the study area:

• Major Road Network - Scotswood

Road/St. James’ Boulevard/Barrack

Road/Redheugh Bridge (and to a lesser

extent Westgate Road and

Westmorland Road)

• Central Station

• St. James’ Metro

• Coach Station

• Project Orpheus (potentially)

7.2.20 The study area has the potential tobuild upon the high degree of strategicconnection it enjoys to the wider city, regionand beyond, by better integrating local

transport to the advantage of both the studyarea and the wider city.

7.2.21 In particular:

• Improving access to Central Station

with the provision of a new entrance

from the south and enhanced local

pedestrian linkages can open up new

possibilities for interchange

• Improving the accessibility through the

area for bus services can assist in

encouraging the extension of services

through the area and on to the West

End and beyond

• The successor to Project Orpheus can

(should?) integrate the areas west of

the city centre with the regional Metro

public transport system

• Distributor public transport services

(potentially based on personal rapid

transit technology) can link the area to

public transport hubs in the city centre

making existing and new development

accessible to city-wide and region-wide

public transport networks

• New public car parking can be provided

where it is accessible and

environmentally acceptable.

Link between the City Centre andWest End

7.2.22 The study area can become animportant transitional zone between theregional capital, with its wealth of economicand social activity, and some of the country’smost economically and socially deprivedareas.

7.2.23 By creating new east-west links andconnections, and by upgrading and enhancingthe existing links, this area can ‘knit’ the West

End back into the City Centre making it a fullyintegrated part of the city, rather than anisolated group of housing estates wherenobody goes except those that live there. In thesouth-western part of the study area creatingand enhancing the north-south links willperform a similar function, helping to integratethe West End with its riverside.

7.2.24 Appropriate land use and developmentform can also aid this integration, helping to

blur the boundaries and ensure that marketconfidence flows into areas of low demand.

7.2.25 Well designed new development, publicrealm and environmental improvements can allhelp to change the nature of the area from a‘back door’ to a ‘front door’ to the City Centre.




Figure 7.1 The Sub Areas of the Masterplan




7.3 Sub-Areas

7.3.1 In some locations these different roleswe have identified above may or may not beappropriate and in some they will work togetherand be complementary and mutually beneficial,while in others they are likely to compete or

conflict. This reinforces the need to breakdown the area into more distinctive sub-areaseach with different roles and character. TheMasterplan area has been divided into sixdistinctive sub areas. It is considered that thissubdivision allows for the differences:

• In relationship to the centre, to routes

and to the river

• In existing and proposed roles and land

uses• In existing proposed built form and

• Indicating phasing and location of

specific interventions

• In proposing these sub areas it is not

the intention that they be regarded in

isolation from each other. This is

repeated in the overlapping of the areas

in the map (Figure. 7,1)

7.3.2 To a large extent the market will drive thefinal land use of the area, which willsignificantly define its character. However initiallogical patterns are beginning to emerge which

we feel the City could help to guide.

7.3.3 The Strategy identifies a role for eachsub-area, a framework to guide its future, andhighlights key interventions necessary to makethings happen together with a Delivery andImplementation Plan. The six areas and their

roles are (See Figure 7.1):

Stephenson

7.3.4 Office area with element of leisure,linking to Quayside, and building upon both itslocation next to station and its heritage

Gateway

7.3.5 Gateway to the study area, West End

and the City Centre.

Waterfront

7.3.6 A residential-led mixed-use area, linkingexisting residential in the north down to theriver.

Discovery

7.3.7 Multifunctional area providing a focus forthe wider area and accommodating office andCollege expansion.

Brewery

7.3.8 A transitional area, blurring the

boundaries between City Centre and InnerWest through proposing a gradation ofdevelopment scale, massing and uses anduses whilst increasing east west link.

Gallowgate

7.3.9 An area for office and leisure expansionfrom the City Centre.

7.3.10 In order to enable the sub-areas torealise these roles, and to achieve the overallaspirations for the area, we have identified arange of interventions that the public sectorshould look to make in order to best add valueto the regeneration of the area. We havebroken these interventions down into:

Strategic Interventions

7.3.11 Interventions that cover, or significantlyimpact upon, more than one of the sub-areasidentified above, these are set out below.

Area-Specific Interventions

7.3.12 More detailed, these are set out foreach of the sub- areas in the Area Frameworksin Section 8.

7.4 Strategic Interventions

7.4.1 The key Strategic Interventions identifiedunder a series of headings are as follows:




a) Policy and Implementation

Planning Policy and GuidanceWork is underway to replace the currentUnitary Development Plan with a LocalDevelopment Framework (LDF) together withArea Action Plans (AAPs). However the

timescales on the preparation of the LDF (andhence the associated AAPs) is quite lengthy – the Inquiry in Public is not currentlyprogrammed to take place until aroundSeptember 2006. There is therefore the needto adopt Interim Planning Guidance as a matterof urgency to guide development in the studyarea.

7.4.2 Pressure for new development exists insignificant parts of the study area and is likelyto grow. Planning guidance should therefore beused to help encourage, control and guide thenature, type and form of that development. Interms of that guidance, the following are somegeneral study area-wide principles that shouldbe pursued.

7.4.3 An appropriate mix of uses within subareas and within individual schemes should beencouraged to avoid monoculture. Usesshould look to build upon and blend in withthose successfully established uses in theadjoining areas. Developers should be guidedand encouraged to provide animated groundfloors – i.e. active/leisure/retail/commercialuses – but also ensuring diversity throughproviding a mix of smaller and larger units indifferent areas. However there also needs to

be caution exercised in the provision of suchspace, in order to ensure that it is sustainableand to ensure that it does not becomerandomly scattered throughout the area,potentially becoming boarded up eyesores ifthere is an oversupply.

7.4.4 Therefore where possible these units foractive units should be located on key routesand at focal points (retail in particular should,for the most part, be limited to a number ofspecific locations – Westmorland Road andWestgate Road – see Sub-Area Frameworks),and should be designed as flexible spacescapable of easy alteration to a number ofpossible uses (planning policy should alsorecognise this issue, and respond flexibly).More detailed and area-specific guidance uponland-use is given in the Area Frameworks, inthe following section.

7.4.5 Development should create andreinforce street frontages/ on-street activity,through building layout and design as well asthe location of appropriate uses

7.4.6 The creation and reinforcement ofgateways and landmarks is important to give thearea a sense of identity and to recognise itslocation as a ‘front entrance’ into the City (ratherthan its current ‘back door’ appearance).Currently, for example, the Arena althoughsuccessful in terms of its use, has a buildingitself that is poor – it is in a highly prominentlocation but creates a very poor impression.

7.4.7 The heritage legacy of parts of the area(in particular the Stephenson sub-area) providethe opportunity to produce development with adistinct quality and grain that brings importantbuildings and places back into use, exploitingtheir value to the economic and social benefit ofthe area and the wider City.

7.4.8 The Area Frameworks set out somefurther principles in relation to the urban formthat will help to guide the scale and massing ofnew development within the area.

Transport policy

7.4.9 The transport analyses in Chapter 6showed that the realisation of the aspirationsfor the development of the Gallowgate/Breweryand Discovery Quarter areas must beaccompanied by actions on wider transportpolicies that will allow the movement demandsgenerated to be accommodated sustainably.In particular policies will need to address thedelivery of substantially enhanced accessibilityto the area by public transport modes (existingor new) and the potential changing function ofSt James Boulevard in the wider transportnetwork.

7.4.10 The scale of expansion of the citycentre represented by the development ofthese areas will necessitate a review of thecurrent policy for parking in the city centre, inparticular the 10,000 “cap” on public spaces.In arriving at an appropriate parking provisionfor the city centre that review will however




need to consider the impact of transport policymeasures to reduce car trips and the scopefor the further development of Park and Ride.

7.4.11 Parking standards for developments inthe city centre should be reviewed as part ofthe LDF process. Policies should discourage

the provision of dedicated on-site parking infavour of public provision where additionalparking is required.

Housing Policy

7.4.12 LDF Interim Policy Statement onHousing and its accompanying InterimPlanning Guidance on the Release of Land forHousing can potentially be a useful tool inguiding and controlling the amount type andform of residential development that takesplace in the study area. We believe thatresidential development should be acceptablein each of the sub-areas as long as it has abenefit to the wider regeneration of the city andin particular the adjoining areas west of theCity Centre, where much of the HousingMarket Renewal work will be concentrated.

7.4.13 Sub-Areas 3, 4 & 5 (Waterfront,Discovery and Brewery) have a vital role toplay in helping to achieve HMR objectives.

Their benefit will be in drawing the residentialmarket out of the City Centre into the areasthat are currently suffering market problems.The western part of the Discovery Quarter lieswithin the HMR Pathfinder boundary. Whenlooked at in combination with Elswick, we

believe the study area can make a significantcontribution to housing market renewal in theWest End. Rather than leaving a gap thatreinforces the separation between ‘City CentreLiving’ and ‘Inner City Housing Estates’ we feelthat the boundaries should be blurred.

7.4.14 Acceptability should be dependant uponthe implementation (either directly as part ofthe development or through planningcontributions) of north-south links, linking toand across Scotswood Road, andimprovement of east west links alongScotswood Road, Westmorland Road andthrough the College and the Brewery site. It isimportant that new residential developmentshould integrate physically with existingpotentially sustainable housing.

7.2.15 Support via this policy and guidanceshould also be dependant upon developerscreating a mix/balance of house/flat types andtenure, in order to prevent the creation of largemonolithic ‘estates’ of limited housing types,which may be storing up potential housing

market problems for the future (the proposalsfor large amounts of studio/1 bed/2 bed flats isa concern). Development of solely apartmentblocks will lead to these areas merelybecoming extensions of the City Centre.Larger units and urban (as opposed tosuburban) houses as well as flats should beencouraged.

7.2.16 In seeking to diversify the mix to providefamily housing, the Discovery Quarter wouldbe competing not only with greenfield sites – most notably Newcastle Great Park – but alsowith aspirations for housing market renewal inthe West End. The current ‘pipeline supply’ ofland with residential consent is well in excessof the level of take-up proposed in RegionalPlanning Guidance.

Licensing Policy

7.2.17 The Licensing Act 2003 provides localauthorities with a range of powers to achieve

their objectives in controlling nightclubs, otherdrinking establishments, restaurants andtakeaways, and will come into operation in2005. For example, the operating schedulesthat will form part of the new licenses mayrequire live music to be played on a regular




basis - this has been shown to alleviatetension and ultimately aggression and violentcrime in popular nightspots. Alongside theplanning system, licenses can also restrictfloorspace (to prevent vertical drinking) andlicensees can also be required to dedicate aproportion of their floorspace for dining.

(b) Improved Local Linkages

7.2.18 Within the study area, and theDiscovery Quarter in particular, there is a needfor better vehicular, public transport and (inparticular) pedestrian links in and out of thearea, as well as a need for better links withinthe study area. Movement through the areaand to tie the area in better with itssurroundings has to be created and improvedif the area is to develop to its full potential.

7.2.19 Works to create new highwayinfrastructure, or to enhance the existing,should seek to better integrate pedestrians andvehicles. The aim should be to makepedestrians feel less isolated and safer,overlooked and surrounded by activity.

7.2.20 The area needs to be better connectedwith its waterfront. The Waterfront, Gatewayand Stephenson sub-areas all have a vital role

to play in this. Where possible clear, direct andwell-overlooked north-south routes throughthese areas should be created, encouragingmovement to and from the River Tyne andconnecting the area better in to this majorasset. A route is needed to link from Pottery

Lane through the existing railway branch lineand the current site of Abbey Storage on intothe City Centre. This is vital to open up theGateway sub-area south of the railway line andconnect it much better into Central Station andthe City Centre [See Figure 7.2].

7.2.21 This may be achievable through anexisting railway arch (or arches), or mayrequire the removal of a section of the railway.Ideally a number of routes should link the sitessouth of the railway branch line through theexisting commercial/light industrial area onRailway Street/Penn Street out to ScotswoodRoad. Attractive, overlooked and safe links

should be created right through the area andrunning down the embankment to the River.

7.2.22 The importance of the future of therailway line, in relation to opening up access tothe area, is fundamental to the future

development of the whole southern part of thestudy area. The barrier of the line needs to bebreached in order to increase the accessibilityand permeability of the area. Theredevelopment of the line would enable this tobe achieved. The structure could then beremoved or, alternatively, additional routes

could be ’punched’ through the existingstructure which could become ‘green route’through the area (from the Station).Alternatively the rest of the line could beincorporated with adjoining development sites.This would remove a major impediment tonorth-south links.




Figure 7.2: Conceptual sketch showing the location of a major venue such as a convention centre at the south facing “entrance” to the city centre




7.2.23 In terms of improving east-west links,the extension of Pottery Lane east acrossForth Banks into the area south of CentralStation, and west through to the BusinessPark, creating a clear, direct route through thearea, is vital to tie all the sites south of therailway line together [Estimated cost:

£1,750,000 – £2,225,000*]. Improvingmovement along and across St. James’sBoulevard will also be important. This shouldbe a mixture of junction and crossingimprovements [Estimated cost: £50,000 £100,000*], together with enhancing theBoulevard as a safe, attractive, well-used, well-overlooked route with an active street frontage.

7.2.24 With all of these links it should be theaim to create routes that are as clear, straightand legible as possible in order that theyprovide direct and safe routes for pedestrians(rather than winding and convoluted), whichthey are able to easily understand andnavigate. They should also, where possible, beable accommodate motor vehicles, to aidaccess and servicing to developments and toensure that they are active and safe routes.

7.2.25 A number of schemes that are currentlyproposed to improve vehicular access to thearea do not help local linkages, and will even

make pedestrian and cycle access to thestudy area worse. This includes the majorschemes of dualling Scotswood Road and theintroduction of the ‘hamburger junction’ at theRedheugh Bridgehead, which threaten thefuture integration of the study area with the city

centre and the rest of the city. Ways toaddress these problems are set out under theTransport Infrastructure heading and within theWaterfront Area Framework below.

7.2.26 Additional access to Central Stationwould help to better exploit the location of

Central Station to the area’s advantage. Thereis potentially significant cost attached to thecreation of a new southern access. However itmay also be possible, and cheaper, to createan access at the western end, to the south ofthe ICFL.

7.2.27 As mentioned earlier, the area mustalso link in better with the adjoining residentialareas if the wider regeneration benefits of itsredevelopment area to be maximised. Thereare a number of particular locations where thisneeds to take place:

• Scotswood Road;

• Newcastle College; and

• The Brewery site.

(c) Public Realm and Open Space)

7.2.28 Improvements to the appearance andfunction of the environment within the study

area will help to guide and attract investmentand create the places and spaces that helpdefine the area’s character. This may beachieved through the creation of parks, openspaces and urban squares or throughupgrading the streetscape (hard and softlandscaping etc.). New spaces should be well

defined, well used and well overlooked, withclear ownership, management and function.These spaces will enhance the image of thearea and help to create a place where peoplewant to live, work, visit and invest.

7.2.29 Public realm improvements can help to

very clearly display a commitment by thepublic sector to an improved future for an area,generating confidence and investment (bothindigenous and inward). Concentrating theseimprovements along prominent routes or atkey junctions can have the greatest impact – i.e. Scotswood Road (all the way to the ICFL),an extended Pottery Lane, Westmorland Road,Wellington Street, Gallowgate, Barrack Roadand Strawberry Lane [Estimated cost: £75,000- £100,000 per 100m length of road*].

7.2.30 Three major public squares at St.James’ Metro; Blandford Square; and at theArena, with a smaller more local square in theStephenson area, will help to enhance thesetting of important adjacent buildings and tocreate a focus for their surrounding areas.




7.2.31 There are two main locations wherenew parks should be provided. A local park aspart of the redevelopment of the Brewery sitewill give it an identity, help it to function as aneighbourhood, add value to the surroundingproperties and make it a more attractive placeto live, work and invest in. High quality public

realm can have a positive impact on marketrenewal. Park spaces should also be creatednext to the riverside on the Tyne Gorgeembankments. These steep south-facingslopes are very prominent as one enter the cityfrom across the river, and the opportunityexists to encourage and formalise their use asimportant pieces of open space that can helpto link the area down to the existing riversidewalkway.

7.2.32 The first of these spaces could be atthe bottom end of Dunn Street, linking up toScotswood Road and the Inner West, via anenvironmentally enhanced ‘green route’ alongDunn Street. The second could be a spacelinking the Arena, the potential adjacent large-scale leisure development and the proposed

public square, down Redheugh Bridge Roadand along the wooded embankment to theriverside. These spaces should look tointegrate across Skinnerburn Road with theriverside walkway as much as possible.Developing these spaces and the surroundingland uses to ensure maximum overlooking and

generation of activity will be critical to theirsuccess – ensuring that they are well usedand not misused.

(d) Transport Infrastructure

7.2.33 This report has already identified thatsignificant improvements in provision for localmovement will be required to raise theaccessibility of the area for all modes and topromote its integration with adjacent areas tothe north and west as well as for the CityCentre and Central Station to the east.

7.2.34 The need to promote improved locallinkages has already been highlighted above.While this will to an extent be delivered throughincreasing the permeability of the area by theprovision of routes for pedestrians and cyclistsas part of the design of individual developmentsites, it will also entail reducing the severanceimpact of existing/planned highwayinfrastructure. Key strategic areas of potential

action include the following:

7.2.35 Redesign of the proposed RedheughBridgehead “hamburger junction”.A revised design for this junction is proposed.This provides for a signalised crossroads. It is

intended to provide a more pedestrian friendlyand results in more developable plots of landaround the junction than the currently proposed‘hamburger’ junction (it is also expected that itwould cost slightly less to construct). [SeeFigure 7.3]

7.2.36 Make Scotswood Road a BoulevardInfrastructure works combined withenvironmental improvements and frontagedevelopment to make Scotswood Road aboulevard rather than an over-engineered dualcarriageway. Infrastructure works wouldinclude the provision of additional vehicle andpedestrian accesses from and acrossScotswood Road to enhance the accessibilityof adjacent development sites and increasenorth south movement. Further details areprovided in Waterfront Area Framework inSection 8.

7.2.37 The realignment of Skinnerburn RoadTo better manage its traffic function andenhance the integration of the developmentareas and waterfront.

7.2.38 Upgrade the role of Wellington StreetTo produce a high quality, strategic route thatrelieves pressure on the Barrack Road/ Gallowgate junction (and enabling it to be

made more pedestrian friendly) and thatsignificantly improves access to the northernhalf of the study area.




Figure 7.3: Conceptual Sketch Showing major buildings enclosing the junction space at the Redhegh Bridge Head.




7.2.39 Enhanced public transportNew east-west links between Dunn Street andRedheugh Bridge Road, north of SkinnerburnRoad, together with possible improvements toPottery Lane will achieve this by providing thescope to improve penetration by bus services,enhancing bus links from the City Centre and

from the Quayside. The exact alignment anddesign of these links will need to be reviewedagainst the emerging development proposalsfor the area.

7.2.40 The Orpheus Project proposals for newLRT lines included a route from St James tothe West End. This would have enhanced therole of St James station in the accessibility ofthe area and included a station at BlandfordSquare in conjunction with the WestmorlandRoad option for the LRT route. The Orpheusproposals are now being revisited due tofunding difficulties and lower-cost non-LRTschemes are likely to come forward. Therevised Project Orpheus should take fullaccount of the development potential of theGallowgate/Discovery Quarter areas and seekto integrate these areas into the city’s/region’swider public transport networks.

7.2.41 In the shorter term however, there ispotential to extend the Quayside Transit

system to link the southern part of theDiscovery Quarter to the public transportnetwork and to develop similar bus-basedconcepts to provide high-frequency brandedbus services linking the development areas topublic transport hubs in the city centres, such

as Central Station, Monument Metro stationand the Eldon Square and Haymarket busstations. Indicative routes for suchServices are shown on Figure 7.4 & 7.5.

7.2.42 Personal Rapid TransportThere is a more radical but entirely feasible

option for linking the Discovery Quarter andGallowgate development areas with the widercity which would be in keeping with its profileas a forward-looking area of redevelopmentand regeneration. This would be a personalrapid transport system such as ULTRA. Sucha system could be designed into theredevelopment of the key sites within the studyarea and, given its space and infrastructurerequirements, integrated with the existingstreet network. It could link to the NewcastleCentral Station, Newcastle College, NewcastleUnited football ground, and the main shoppingarea as well as providing interchange with theMetro, major bus hubs and with any futureLRT.

7.2.43 A system such as ULTRA could formthe centrepiece of a sustainable masterplan forthe regeneration of the area, where reliance onand the impact of the private car is “designedout”. A conceptual design for an ULTRAnetwork, which could be introduced in stages,

is shown in Figure 7.6.

7.2.44 The concept of ULTRA for theDiscovery Quarter/Gallowgate areas should besubject to further feasibility and designanalyses.

(e) Site Acquisition/Assembly

7.2.45 By the Council and their partnersactively pursuing land acquisition andassembly, either on their own or in partnershipwith private landowners and developers, theywill help to unlock development in certain parts

of the area. The acquisition strategy should bea mixture of negotiation and CPO. In manycases the best approach to a site, or group ofsites, will be a combination of both, using animpending CPO to focus the landowners’attention on the negotiations.

7.2.46 The Area Frameworks detail specificlocations within each of the Sub-Areas wherethe public sector should consider gettinginvolved in land acquisition and assembly. Themain strategic group of landholdings wherethere is a compelling case for major publicsector led acquisition is the combined area ofAbbey Storage, the branch railway line and theForth Sidings, which if acquired wouldsubstantially improve the ability to fully accessand develop Sub-Areas 2 & 3. With regard toHousing Market Renewal, early land assemblywould help bring forward housing sites withinSub-Areas 3, 4 & 5.

7.2.47 Acquisition and assembly will also be

necessary in order to deliver specific types ofdevelopment that the market will not deliveralone (e.g. a Conference/Convention Centre,SME accommodation and managedworkspace.)




Figure 7.4 Potential Discovery Quarter Transit Network Figure 7.5 Potential Gallowgate/Brewery Transit Network




* The estimated costs provided for interventions in this section

are for indicative purposes only. Full details of the basis of these

estimates and any exclusions, are included in the Discovery Quarter Cost Report prepared by Turner & Townsend – Figure 7.6 Potential ULtra Network Appendix 1.




8. Area Frameworks




8. Area

Frameworks

8.0.1 Having identified in the previous sectionthe strategic aims and the roles for each of thesix Sub-Areas (Stephenson, Gateway,Waterfront, Discovery, Brewery andGallowgate), together with a set of overallstrategic interventions, we have in this sectionset out area frameworks for each of theseSub-Areas, defining specifically how theseroles and aims can be achieved in each Sub-Area.

For each of the six Sub-Areas, theframeworks include the following 2 stages:

Stage 1.

8.0.2 Analyses of the information we havegathered for each area on an area-by-areabasis:

• A brief summary and analysis of

relevant context and background;

• A summary and analysis of the

physical appraisal in relation to that

specific area;

• An identification and analysis of key

drivers for development (existing and

potential);

• An analysis of the stakeholder

aspirations within the area (Pull together

and appraise the conflicting or

complementary aspirations and visions

we have identified – the matrix);

Stage 2.

8.0.3 A proposed way forward for each area interms of:

• Land use and development;

• Scale form and grain of development;

• Infrastructure, environmental and other

interventions.

8.0.4 We have also set out to demonstrate the

viability of the proposals (including potential forthree of the areas to house the ConferenceCentre) and how this guidance can help tomeet market and stakeholder aspirations.

8.0.5 For Gallowgate and the Brewery Sub-

Areas we have, within their Area Frameworks,produced more detailed Urban Design andTransport Frameworks, containing morespecific sets of proposals. This is because theGallowgate area is at a more advanced stagein terms of developer involvement andproposals than much of the rest of the study

area. Therefore there is a need for moredetailed rather than strategic guidance. TheBrewery site has also been included becauseof its close interrelationship with theGallowgate sub-area and its single ownershipthat may enable it to be brought forward fordevelopment in the short term.

8.1 Sub-Area 1. -

Stephenson

Stage 1. Area AnalysisContext and Background

8.1.1 This is the area south of Central Station,bounded by the King Edward bridge andrailway to the west, the town wall to the eastand reaching south to the edge of the Tynegorge. The area was built up aroundStephenson’s original workshops.

8.1.2 A substantial part of this area (east ofForth Banks), for many years in the ownershipof St. Mary the Virgin Trust, has recently beensold to the developer Silverlink.


Figure 8.1 Area Framework : Stephenson



Physical Appraisal

8.1.3 Unlike much of the study area, the grainand scale of this area is tighter and morevertical. There is also a higher proportion ofexisting industrial/railway vernacular buildings.There seem to be a number of buildings of

some architectural value that are potentially atrisk, especially the Art Nouveau building on theForth Banks.

8.1.4 Forth Street has a poor frontage on itssouthern side, consisting of vacant plots anddeep set backs to 1960’s - 70’s officebuildings. The Street will require a built formwhich achieves continuity of street frontage.

8.1.5 The area currently suffers from poorconnections with the surrounding areas andthe rest of the city. The main access at presentto the rest of the study area is under a verydark long bridge with a narrow footpath. It isalso not clear to the pedestrian what is on thefar side. There is a similarly forbiddingentrance to the area from the north, under therailway banks and platforms of the station.

8.1.6 A potential east west link also existsalong the alignment of Pottery Lane. Thisconnection would be of increased importance

if a Conference/Convention Centre were to bebuilt in the adjoining area.

Key Drivers

8.1.7 The key drivers (existing and potential)for development in this area will be:

• Central Station (and potential new

southern entrance) – the area is

directly adjacent to the region’s

busiest train station, which also

incorporates a Metro station, giving it

goodlinks to the wider city, the local

and national rail network and to

Newcastle Airport.

• Quayside – the proximity of the

Quayside with its thriving leisure and

evening economy.

• Heritage – the distinct character and

identity of the area can help to make

it a desirable place to work, visit, stay

or live.

• Riverside location – good potential

access to the riverside and views

across the Gorge can provide an

attractive and desirable setting for

new development.

• Developer in place – with a

significant amount of the land in the

ownership of one developer

(Silverlink), who are currently

developing their proposals, the

potential to package and develop

sites is good.

Key Developer and Landowner Aspirations

8.1.8 Current developer aspirations for thesites within this area include an office-ledmixed use scheme and a predominantly office/ residential scheme.

See sites A and G in the matrix attached inAppendix 2.

Stage 2. Proposed Way Forward

Future Role

8.1.9 The area can have a key role as alocation for the expansion of officedevelopment within the city, building upon itslocation and in particular its proximity to

Central Station. It can also become the linkfrom the main part of the Discovery Quarterarea through to the Quayside.




Land use and Development Principles

8.0.15 As with all of the sub-areas within thestudy area the Stephenson area should containa mixture of land uses in order to ensure that itbecomes a vibrant part of the city whichgenerates activity at different times of the day.

Within this mixture of uses the predominantuse should be for offices. The area is in closeproximity to the existing office market north ofCentral Station and provides a naturalextension of that market around the station,which it also directly adjoins (a situation thatwould be even more beneficial were the stationto have a direct entrance created on itssouthern side). This is likely to mainly be anextension of the type of space provided at therecent Central Square development, andaimed at the ‘corporate’ office market.

8.0.16 There is some justification for a limitedamount of residential development in the areain order to bring a range of activity into the areaat different times of the day and week,however, it is concluded that it should belimited. This development is likely to be of the‘city centre apartment block’ type of whichthere is already a significant supply withinNewcastle City Centre. Therefore, housingshould be a minor part of the overall

development in this area.

8.1.10 The area should have a significantelement of leisure, probably concentratedalong Forth Banks, Forth Street and PotteryLane, connecting it in with sub-areas 2 and 4

to create a new area of leisure uses aimed atolder adults and families. It could draw peoplefrom Central Station, the ICFL, the Arena, theexisting and proposed hotels and potentially aConference Centre located in sub-area 2, aswell as up from the Quayside and out from theCity Centre. There is already the beginning of a

leisure frontage to Forth Banks.

8.1.11 Overall the area should have a finerurban grain than it currently has with morepublic routes running through the area – making it more open, accessible andpermeable. New development should relate tothese routes with frontages (particularly on theground floors) that provide animation, activityand overlooking to the street. This isparticularly important on the key routes of ForthBanks, Forth Street, an extended Pottery Lane

and the north/south route.

8.1.12 The area is currently quite isolated dueto existing major land uses and infrastructure.It requires improved physical links with CentralStation, the Quayside, the River, Pottery Laneand ICFL. Whilst Forth Banks forms a goodquality highway with wide footways, thehighway network does however lack directeast-west traffic routes and good qualitypedestrian facilities and exhibits physical

constraints in places, compounded by thesteep gradient of the area.

Key Actions/Interventions

8.1.13 The area currently sits very much at

the back of Central Station. A new access/ bridge link to the station on its southern sidewould considerably enhance the accessibilityof this area, giving it direct access to and fromthe region’s busiest train station. This hasbeen considered in the past and is currentlybeing considered again. There may be the

possibility of extending the existing platformbridge link within the station to project southand link to the Stephenson area via thestrikingly designed former water tower[Estimated cost: £300,00 - £750,000*]. Anadditional station frontage would considerablyincrease activity in this area. It could alsointegrate with improved access to a potentialextended Quayside Transit system in thislocation, serving the southern part of the widerstudy area.

8.1.14 The extension of Pottery Lane acrossForth Banks and west to east all the waythrough the area (and potentially through theTown Wall arch at the eastern end) to provide aclear and direct route linking it in with adjacentneighbourhoods, will help to open the area upand connect and integrate it better with itssurroundings. This should be a pedestrian linkat the least and where possible should alsoaccommodate vehicular movement.

8.1.15 Upgrading pedestrian routes toWestgate Road, by enhancing the existingtunnels/arches under the station in order tocreate more attractive routes that feel and aresafer, will help to connect the area better intothe City Centre. Similarly upgrading the


Figure 8.2 Area Framework : Gateway



archway under the railway at the top of ForthBanks will provide a safer and more attractivegateway into the area from the area around theInternational Centre for Life [Estimated cost:£45,000 - £60,000*]. These railway arch linkshave to be improved, as a minimum, by:

• Higher lighting levels

• Wider pavements• Improved signage

• Soffit treatment.

• Also, this should be expanded into

exploring the possibility of introducing

active frontages along the walls of the

arches.

8.1.16 There should also be a clearly defined

north/south pedestrian link through the areaand linking from the station down to the river.This could tie in with a new urban square at its junction with an extended Pottery Lane, or onthe plinth over the entrance of the Metro line[Estimated cost: £175,000 - £350,000*].

8.2 Sub-Area 2. - Gateway

Stage 1. Area Analysis

Context and Background

8.2.1 This sub-area stretches north/southfrom the Redheugh Bridgehead down to theRiver Tyne, and takes in the land between anddirectly either side of the Redheugh Bridge and

King Edward Bridge. It is a major and highlyvisible entrance to the city.

Physical Appraisal

8.2.2 This area, largely based around two ofthe three main entry routes to the city from thesouth, is literally the gateway to the westernhalf of the city centre and in particular to theDiscovery Quarter and the Gallowgate/ Brewery area. Thus this area will create firstimpressions of the city and reveal long viewsto St James Park on the horizon. Due to theheight of the bridges and the steepness of theTyne banks, the area will unusually, be seenfrom above and thus roofscapes will beimportant.

8.2.3 The site is traversed by a series ofterraced areas, originally mainly railwaysidings, forming platforms for buildings inplaces and opportunities for large floorplate

buildings. The steeply sloping lane to the riverhas tall stone retaining walls topped by trees,creating a dramatic access to the Tyne: indeedthe only direct access within the Gatewayarea. At present it feels somewhat insecuredue to very low usage, and the footways are inneed of widening.

8.2.4 The steepest part of the Gorge is in thisarea and is occupied by mature trees and anovergrown park – a strong natural green assetrunning virtually into the city centre.

8.2.5 The two bridges, the New Redheughroad bridge and the King Edward railwaybridge, impose a massive scale onto the area

as the very tall piers stride across the sitecarrying bridge decks approximately 35 metresabove river level. New development should beof a sufficient scale to relate to thesestructures. The expansive platform between




the two bridges just above the dense greensteep slope on the river frontage would providethe space and the significant setting for amajor landmark building. (See figure 7.2)

8.2.6 The majority of this area is fairly isolatedfrom most of the rest of the city to the north,separated mainly by railway infrastructure andassociated land uses.

8.2.7 New development should respect thearea’s historical legacy, reinforcing and buildingupon its heritage and historic fabric (includingthe Town Wall & Workshop). As well as beingimportant to the heritage of the City as a whole,certain buildings and parts of the area’s fabriccan help to create a unique and attractivecharacter to the area that can potentially addconsiderable value, making it a desirable area

to work, visit, stay or live. The City Councilshould, at the earliest opportunity, look to carryout an audit of the key buildings and structuresof historical/heritage value, together with theirsettings in order to clarify what should be fixedand what could be altered or removed in anyfuture redevelopment – this will give clarity topotential developers. Options should also beexplored for future uses of buildings of historicand architectural interest. The StephensonWarehouse on Forth Banks may provide the

opportunity for a conservation led SME officedevelopment.

8.2.8 Licensing and planning controls toencourage leisure uses aimed at families andolder adults should be used.

8.2.9 A significant part of this area is in theownership of one developer, Silverlink.Therefore by working with Silverlink andagreeing a detailed masterplan for this wholearea there may be the opportunity for the CityCouncil to work in partnership with them todeliver development of a type and form thatachieves these aims, as well as theassociated infrastructure works.

8.2.10 In terms of a partnership the CityCouncil could complement Silverlink’s landownership and development skills andresources, with the use of statutory powers ofland acquisition in order to help assemblecertain sites (together with potential investmentin elements of the infrastructure).

8.2.11 A potential east west link also exists onthe alignment of Pottery Lane. This could be ofincreased importance if the Conference/ Convention Centre were to be built on thePottery Lane Site. This Pottery Lane extensionwould be appropriate as an informal,predominantly pedestrian street, opening to asmall square at the heart of the Quarter. Itcould eventually link to the existing streetcreated between two relatively new officebuildings facing the old town wall.

* The estimated costs provided forinterventions in this section are forindicative purposes only. Full details of thebasis of these estimates and anyexclusions, are included in the Discovery

Quarter Cost Report prepared by Turner &Townsend – Appendix 1.

Key Drivers


• Transport hub – major road and railnetworks converge at this entrance

to the city.

• Arena – regularly draws visitors into

the area from all over the wider city

and region.

• Riverside location - good potential



attractive and desirable setting for

new development, as well as giving

it unrivalled prominence to many

visitors.

• Convention Centre/Large-Scale

Leisure development – would draw

large numbers of visitors (potentially

national and international as well as

local) to the area on an almost daily

basis.




• Improved pedestrian and vehicular

access – would make the area very

accessible to the City Centre and

Central Station.


8.2.13 There have been proposals in the pastfor significant levels of residential developmentin this area. Current developer aspirations forthe sites within this area include ‘NewcastleTechnopolis’ and a Regional ConferenceCentre. See sites B and C in the matrixattached in Appendix 2.


Future Role

8.2.14 For many of those travelling into the cityby road, rail or Metro from the south, or fromthe west along Scotswood Road, this areaplays a significant role in forming theirimpression of the surrounding area and thewider city. The area can have a key role as a‘gateway’ to the City, Discovery Quarter andthe West End, attracting people into the areaand signposting a socially and economically

vibrant and contemporary European city. Itshould look to attract and complement growingactivity from the City Centre.

Land Use and Development Principles

8.2.15 The area should contain ‘destination’uses (Conference Centre, large-scale leisureuse, regional or sub-regional uses.) that willattract and generate activity and visitors, anddrive regeneration in the areas south of therailway line. The associated uses that thiskind of development could attract (smallerscale leisure, restaurants, café-bars.) willhelp to link it in with surrounding areas, anddraw in further activity. This type of largerscale development will enable some of themore significant and complex landacquisition/assembly and access issues thatexist in this area to be resolved. It alsoprovides the potential to create the uniquelandmark buildings that this gateway areaneeds.

8.2.16 In order to address the isolation of this

area there is a requirement to provideimproved vehicular and pedestrian accesswith better connections to Central Station,ICFL and the City Centre beyond (across andalong the railway), as well as to adjoiningareas to the east and west, and down to theriver. There is also a need for land acquisition,not only to enable this improved access totake place, but also to assemble sites that willallow large-scale development to take place.


8.2.17 The relocation of the railway line thatruns east west through the area, together withAbbey Storage and the rail operations that siteither side of it, is essential to facilitate

improved links with the City Centre and CentralStation. The creation of a north-southpedestrian (and if possible vehicular) linkshould be considered in order to provide directaccess from the ICFL through the railway tothe conference centre site [Estimated cost:£100,000 - £175,000*]. A logical step would beto extend Marlborough Crescent/Railway Streetsouth (forming a four arm junction with ForthStreet).

8.2.18 The railway line and sidings arecurrently used for train maintenance purposes.This operation should be assisted to relocateto a more appropriate, less central, location.There may be the potential to re-house AbbeyStorage within a redeveloped site. The CityCouncil, partner agencies or a developmentpartner should look to acquire and assemble

these pieces of land.

8.2.19 In order to properly access and servicethis site, as well as to link it better into theadjoining areas to the east and west, there is aneed to upgrade and extend Pottery Lane. Theupgrading will involve providing a widercarriageway and pavements, improving junctions with Forth Banks and RedheughBridge Road and enhancing its appearance.The extensions to the east and west should

look to provide as clear and direct routes(preferably vehicular, as well as pedestrian) aspossible through adjoining sub-areas 1 and 3,and potentially beyond.




8.2.20 Planning guidance should be used toencourage the creation of landmark buildings inthis area, grouped around the bridges and thebridgehead junction.

8.2.21 An urban square in the vicinity of theRedheugh Bridge Road and Pottery Lanewould enhance the setting of the Arena and

connect it to any new leisure/conferencecentre, as well as to the proposed new linkthrough the railway [Estimated cost: £450,000- £750,000*]. This square could provide a focalpoint for the area, also tying in with thedevelopment of a new and enhanced open

space (public or private), running from thesquare down along the road to the river, andincluding the adjacent wooded area of theGorge embankment. Facelift improvements tothe Arena would also contribute to the creationof a focal point and a ‘sense of place’.

8.3 Sub-Area 3. - Waterfront



8.3.1 This is the sub-area at the southwestern end of the study area, stretching fromnorth of Scotswood Road down to the RiverTyne, and running west from the Arena to

Newcastle Business Park.

8.3.2 Divided in two by the railway branch line,the southern part of the site is dominated bytwo large operational gasholders. Combinedwith the railway line, they both currently form abarrier to movement with the scale of their landtake.

Physical Appraisal

8.3.3 This extensive area lying parallel with theriver has some characteristics similar to theGateway area in that the steepest portion at itseastern end is heavily treed and there aresome terraced platform areas, one of which isutilised by the Arena. To the west of the area,the sides of the gorge become less steep andless covered by trees. Several vacant,utilitarian buildings front onto SkinnerburnRoad, punctuating its green frontage. Twolarge working gasholders occupy anddominate the middle of the site.

8.3.4 Part of the gorge embankment isoccupied by pigeon lofts; brightly painted and ingood condition, which help to generate muchneeded activity in this area. It would be

desirable if these were included within theredevelopment scheme; either on the samesite or relocated within part of the newlycreated open space.

8.3.5 Running west of the Central Stationthrough the heart of the site is a workingrailway line, which is used as an access to themaintenance sidings on Pottery Lane. As aresult of this line, north – south connectionsthrough the area are very poor, which result in

a high degree of isolation.

8.3.6 The Metro Radio Arena building, locatedat the northeast of this sub-area, is prominent,especially when viewed from RedheughBridge. Whilst it is a valuable and reasonably


Figure 8.3 Area Framework: Waterfront




Figure 8.4 Scotswood Road



Figure 8.5 Gateway: Road junction and proposed new buildings designed to create a “place” at the entry to the city from the south via Redheugh Bridge




well-used venue, it is rather utilitarian in design,materials and setting. The location of a newlandmark building immediately to the east ofthe Arena, could have the effect of improvingthe setting of the Arena through the creation ofa shared entrance plaza, extending overPottery Lane between the two sites.

8.3.7 Critical to accessing the western end ofthe study area (and some of the existingresidential areas) by both vehicles andpedestrians is the Redheugh BridgeheadJunction. The junction as it exists already actsas a barrier to pedestrian movement and thereare justifiable concerns that if it is upgraded (invehicular movement terms) as proposed tocreate a ‘hamburger junction’ this will create aneven greater barrier.

Most of the western boundary abuts thesuccessful Newcastle Business Park.

Key Drivers


• Pottery Lane extension – the creation

of a clear and direct east/west route

through the area would open it up,

connect it in to surrounding areas and

improve site accessibility.

• Scotswood Road – currently takes a lot

of traffic along the edge of the area, but

could potentially play a far greater role in

serving the area.

• Newcastle Business Park – a

successful office development directly

adjacent to the western boundary of the

site.

• Riverside location – good potential



attractive and desirable setting for new

development.

• Adjacent Gateway area – if the

‘destination uses’ locate in the adjacentGateway sub-area there is the potential

for associated uses and support

businesses to locate here.

• Redheugh Bridgehead Junction – if

redesigned correctly it can encourage

pedestrian movements in and out of this

area whilst at the same time assisting

vehicular access.


8.3.9 Current developer aspirations for thesites within this area include a large residential

scheme and a combined heat and powerstation scheme. See sites F, J, M, N, O and Pin the matrix included in Appendix 2.


Future Role

8.3.10 Currently the isolation that this areasuffers from is as a result of major land usesand infrastructure such as the Arena, thegasholder site, the railway line and ScotswoodRoad. In the future this area needs to play akey role in linking the Inner West of the city tothe River Tyne (a significant environmental andrecreational resource), as well as betterconnecting its residents to areas of existingand future employment.

8.0.53 Land Use and Development PrinciplesIn order to address the land use andinfrastructure barriers that exist, this areaneeds to become a residential-led mixed-usearea, linking existing residential areas to thenorth (the Elswick area) across ScotswoodRoad down to the waterfront (accessing thesignificant potential social, employment andenvironmental benefits of the area). However itis important that it does not become solely aresidential estate.

8.3.11 Other uses should be retained orintroduced where possible to animate the areaand ensure that it remains vibrant andcontinues to provide employment.




On the southern side Scotswood Road thereshould be a commercial focus (retaining andbuilding upon some of the existing businesses)with the introduction of a significant element ofresidential use, while on the northern side itshould be predominantly residential, linking inwith the existing housing and the proximity tothe City Centre.

8.3.12 Leisure should be encouraged at theeastern end, complementing the Arena andproposed Conference Centre, drawing someof that associated activity into the area. Officedevelopment should be encouraged in thewest enabling the expansion of the existingBusiness Park, and catering for the self-contained, owner-occupier end of the officemarket, with the form and layout of thebuildings designed to relate sympathetically to

the urban residential nature of the proposeddevelopment adjacent to it.

8.3.13 Retention of some of the existingcommercial uses within the area (particularlywhere their location is important in terms ofemployment or the adjacent City Centremarket) should be encouraged - potentially asground floor uses in future residentialdevelopments. Similarly, where a centrallocation is important, the area may also

provide the opportunity for relocation of someuses from Stephenson and Discovery areasas part of their redevelopment.8.3.13 There is still scope for a significantelement of residential development, in order toexploit views and the location next to the River.

Running north south such development wouldhelp link into the existing adjoining residentialareas.

Stephenson area

8.3.14 As well as the changes in land use, thearea requires enhanced and additional north-south links across the railway and ScotswoodRoad, down to the river and into the Inner WestEnd, if it is to connect fully with the wider city.Scotswood Road itself needs to become anenhanced pedestrian-friendly route, all the wayinto the ICFL, connecting this area better intothe City Centre. The part of the area south ofthe railway line should also connect better withadjoining areas to the east and west.

8.3.15 The Redheugh Bridgehead junction

needs to be made more pedestrian friendly. Ifthe area west of the junction can be linkedbetter into the City Centre and made more ofan extension of that pedestrian environment,the demand for car journeys in and out of thatarea should be reduced (reducing pressure onthe Bridgehead junction). The other alternative,which is far from ideal, is that pedestrianroutes bypass the junction altogether in orderto access the areas to the west.

8.3.16 Even with the complex traffic-orientateddesign of the proposed ‘hamburger junction’the Elswick Wharf Area Accessibility studyindicates that the traffic capacity of the junctionwill be reached soon after its construction.

This suggests that designing to providemaximum traffic capacity at the expense ofpedestrians and cyclists will only be a shortterm solution and that a solution that balancesthe needs of traffic with those of other modes,particularly walking and cycling, would provemore sustainable in the longer term. Thescheme currently proposed for the RedheughBridgehead is in conflict with wider objectivesfor improved connectivity of the DiscoveryQuarter and the City Centre and theintroduction of the ‘Southern Gateway’, definedin the West Central Development Area Study,as it cannot accommodate direct pedestrianmovements. Even with improvements topedestrian and cycle routes many potentialwalking trips will be indirect, including to theCity centre and from the Cruddas Parkresidential area and sites north of the railway.

8.0.61 The area to the south of the Arenacentred on the axis of Pottery Lane isappropriate to higher density housing with




dramatic southerly views. The Pottery Laneaxis should be envisaged as an urban mainstreet linking a series of publicly accessiblespaces of varied character, withneighbourhood related active frontages in

places. The stepped southerly setting runningalong the contours would result in a dramaticeffect of a lively skyline sitting above thewooded slopes of the river valley. Imaginativedesign solutions should be sought, includingthe opportunities presented by harnessingpassive solar gain.

8.3.17 The existing working gasholdersdominate a large part of this area. Theircontinued existence is a problem in terms of

creating a desirable residential environment inthis general location, and in terms of linkingthat environment north up to the existingresidential areas. The medium term aimshould be the removal of these gasholders inorder to make the area more accessible,

developable and attractive. The introduction ofdevelopment and activity to the area directlyadjacent to the riverside would help to makewhat is currently an isolated area safer andbetter used.

8.3.18 New development in the area shouldgenerally introduce a finer grain and enhancepermeability, opening it up, easing movementthrough and making sites more accessible.


8.3.19 Pottery Lane should be extended andupgraded from east to west through the area tocreate a major, clear and direct route runningall the way through the area from RedheughBridge Road to Water Street (improvingvehicular access and bringing activity –

including public transport). This is essential ifthe area is to become fully part of the city andnot an isolated housing estate.


Th i f b h i l h ld h b d b h id f f ll d I ddi i h



8.3.20 The creation of better physicalconnections from the study area acrossScotswood Road into housing beyond isessential if the separation that currently existsis to be tackled. If the economic and socialbenefit of the regeneration of the study area isto benefit the wider community of the WestEnd this fundamental issue has to beaddressed. These connections could be amixture of pedestrian crossing points,pedestrian routes and vehicular routes. Theexact nature and location of these links willneed to tie in with the proposals for the areasto the north (linking in with the proposedmasterplan) as well as those within the studyarea, and will need to be subject toconsultation with the local communities. Theopportunity exists as part of the dualling worksto Scotswood Road to make provision for

those connections and to implementpedestrian crossings. [See Figure 8.4]

8.3.21 However the approach to ScotswoodRoad needs to be more comprehensive than just the physical linkages across it. It needs tobe recreated to function as a ‘place’. It is veryimportant that Scotswood Road is a pedestrianfriendly environment in order to reduce itsbarrier impact. The dualling proposals willundoubtedly make this harder to achieve.

However, accepting that these proposals arecurrently being implemented, efforts should bemade to ensure that the route operates as anattractive pedestrian-friendly boulevard, alongthe lines of St. James’s Boulevard.Development of an appropriate scale and use

should then be encouraged on both sides ofthis Boulevard, which fronts onto it and attractslife, movement and activity to its frontage.

8.3.22 New development on the grass strip tonorth of Road (needs to be subject ofextensive consultation with adjacentcommunities) combined with property faceliftsto the south, should be pursued in order torecreate the Road as a neighbourhood focus,rather than a barrier, and draw benefits ofredevelopment of this sub-area into the WestEnd. Public realm improvements should alsobe pursued to make the route look moreattractive and less ‘engineered’ [Estimatedcost: £275,000 - £350,000*]. This should tie inwith the redevelopment/improvement of theCruddas Park area, encouraging it to enhanceits relationship with Scotswood Road. This will

work to create a lively attractive route enablingpeople to walk the relatively short distancefrom areas like Cruddas Park and NewcastleBusiness Park into the City Centre, recreatingthe role of the Scotswood Road as a vital partof its surrounding neighbourhood, andexploiting its opportunities (i.e. potentialpassing trade) rather than something it turnsits back on and gives over purely tocommuters and through traffic. These workswould also help to enhance the image and

profile of the area, generating confidence andinvestment.

8.3.23 The plan at Figure 8.5 shows analternative layout for the Bridgehead Junctionthat would provide appropriate infrastructure

for all non-car transport modes. In addition, theright turn from Scotswood Road into St James’Boulevard, which has significant demand couldbe facilitated. From the traffic generationfigures provided by Symonds (ref 2001 report)other traffic movements, which are currentlybanned or prevented by physical meansappear to make comparatively little demand.

8.3.24 There is a potential opportunity toprovide improved infrastructure for sustainabletransport modes and a more attractivelandscape, rather than an all movements junction that would encourage driving anddiscourage the use of other modes. It is clearthat it would be difficult to add non-carinfrastructure to the proposed “hamburger junction” without causing significant delays atpeak times. Further work is required to

establish the necessary size and confirm thecapacity and other details of an alternative junction. In addition, the Symonds’ studyshould be revisited to consider the impact onsurrounding junctions if all movements are notprovided for at this junction.

8.3.25 In order to introduce activity to theriverside, the potential realignment ofSkinnerburn Road should be investigated.Realigning it so that it is directly adjacent to the

existing riverside walkway may enable theintroduction of development to its northern sidebringing activity and overlooking to the areaand making the walkway and riverside a saferspace [Estimated cost: £1,750,000 £2,000,000*].


8 3 26 Th i t d ti f d i d ti l d lik l t i i th 8 4 S b A 4



8.3.26 The introduction of new and improvednorth-south links should be pursued in anumber of locations. In some cases this wouldentail upgrading existing routes, improving thepublic realm and introducing new developmentthat provides better overlooking. In others itwould require the creation of new routesbreaching the branch railway to open up thearea. This is likely to require acquisition of therailway and the removal of sections of it. Thecreation of new ‘green route’ and possibly alinear park linking all the way from ScotswoodRoad along Dunn Street to the river would helpto make the river and its walkway moreaccessible to residents as a recreationalresource [Estimated cost: £500,000 £1,000,000*]. It would give the large areas ofhousing on the north side of Scotswood Roaddirect links to the riverside via a linear

greenspace, widening to the south, fronted andoverlooked by new 4 - 5 storey housing.

8.3.27 Acquisition of the east/west railway linewould also enable the creation of a pedestrian/ cycle route direct from the station along theroute of the railway and into the heart of thesite [Estimated cost: £800,00 - £1,000,000*].This would still be workable if sections of theraised line were removed – in fact it wouldease access into the site. In the long term it

could provide a possible route for a future LRTsystem through the area.

8.3.28 The Council and its partners shouldalso look to acquire, clear and remediate thegasholder site. The two gas holders on the site

are operational and likely to remain so in thenear future as the owners, Transco, have noimmediate plans to change. If they were to beconsidered a real impediment to futuredevelopment, Transco would consider lookinginto the feasibility of removing the holders and‘line-packing’ instead (gas is stored as well astransported in existing larger pipes). Therewould be a cost associated with this, whichcould be in the range of £2-3million. Therewould also be the cost of acquiring andcleaning the site. If the proposed newcombined heat and power station happens(currently proposed to be located on a nearbysite on the river’s edge) this could help tooffset some of the cost, in that Transco wouldbe getting an additional income from supplyingthe power station.

8.4 Sub-Area 4. -

Discovery



8.4.1 The area from Newcastle College andthe Discovery Museum (and the residentialbeyond), linking across and up St. James’sBoulevard to the City Centre, Central Stationand Gallowgate.

8.4.2 This area is critically located between theLife Centre to the east, the Discovery Centre tothe north and Newcastle College campus tothe west. Its role is to enable connections to bemade between these major centres of cultural

activity. The area around the ICL andMarlborough Crescent play an increasinglyimportant role in Newcastle’s eveningeconomy and are emerging as part of theCity’s ‘gay quarter’.




Figure 8.6 Area Framework: Discovery


PhysicalAppraisal 8 4 5 The relatively narrow zone around the connected to the College The development



Physical Appraisal

8.4.3 St James Boulevard cuts through thearea from north to south, inhibiting easy crossroutes. The junction of the Boulevard,Scotswood Road and the Redheugh Bridgeapproach (the Redheugh BridgeheadJunction) sits astride Sub Areas 2,3 and 4 - thesignificance of this location as an entrance,potentially enclosed by substantial buildingsshould be recognised, as it will set the imagefor this entry into Newcastle. [See Figure 7.3]

8.4.4 Most of the remainder of the areaconsists of low density, low rise commercialdevelopment, including car showrooms andservice centres, some of which is in decline.The area also possesses the compact newBus Station and small scale mixed use

premises along this part of the ScotswoodRoad and Marlborough Crescent.

8.4.5 The relatively narrow zone around theDiscovery Museum and Blandford Square isdominated by car parking and low utilitarianbuildings, forming a poor entrance area for themuseum and an unsatisfactory setting for thesmaller scale historic buildings to the north.The frontage to St James Boulevard iscurrently inappropriate as it is low, fragmentedand set back from the back edge of thepavement.

8.4.6 The area between the Campus and theDiscovery Centre should be centred on aY-shaped group of three mainly pedestrianstreets, linking the Discovery Museum, the LifeCentre via the Bus Station and the tower of thecampus, with a minor public space at the

junction of the three streets, These streetslargely follow existing routes. The built form offuture development in this sub area, whilstretaining predominantly commercial usescould be supplemented by science basedhigh-tech enterprises, some of which may be

connected to the College. The developmentcould be in medium rise pavilions enclosing acentral square.

8.4.7 The south-western edge of the sub area,between Scotswood Road and the Collegecampus, is largely a cleared site providing anopen and exposed frontage to the road. Thiswhole area has a ‘no mans land’ feel to it.

Key Drivers


• International Centre For Life (ICFL)

– good potential for the location of

associated bioscience related

development.

• Discovery Museum – major cultural

resource and visitor attraction.

• St. James’ Boulevard – can provide

a focus for activity and development,

as well as just providing access.

• Newcastle College – growing

educational facility, drawing students

into the area, and potentially

complementary businesses and other

associated uses.


Stage 2 Proposed Way Forward associated with ICFL Around George Street



• Extended and improved east/west

pedestrian link – would help to tie the

whole area together and link it into its

surroundings.

• Marlborough Crescent – diverse

evening economy attracting visitors

and associated development.

• Transport Hub – Central Station, the

potential Orpheus stop, coach

station, Redheugh Bridgehead and

St. James’ Boulevard are either in or

directly adjacent to this area.

• Private sector land assembly - with

land acquisition in the area being

pursued by the private sector, there

is the potential to package and

develop sites.


8.4.9 Current developer aspirations for thesites within this area include a high densityresidential-led mixed use scheme, expansionof the College and a potential office scheme tothe north. See sites D and E in the matrixincluded in Appendix 2.


Future Role

8.4.10 This sub-area can play a key role as amultifunctional area providing a focus for thewider study area. It will enable the expansionand development of the City Centre office and

housing markets as well as have a transitionalrole, connecting the City Centre to the InnerWest. It will be critical in terms of accessingthe large level of development that is proposedin the wider area and particularly in relation toachieving successful integration of transport.


8.4.11 This area should be very much a mixeduse area with a significant element of office

uses in order to accommodate the westwardexpansion of the City Centre. It should alsoenable and encourage expansion of theCollege, the creation of local retail onWestmorland Road, and appropriateresidential and leisure development.

8.4.12 Office development for the corporatemarket towards the northern and easternedges of the area would enable expansiondown along St. James’s Boulevard and

westward from the City Centre. The area alsooffers the potential to develop offices toaccommodate biosciences occupiers

associated with ICFL. Around George Street,smaller-scale office development forprofessional, creative, media, etc. usersshould be encouraged. The George Street areawould be the logical place to accommodatesome expansion of the adjoining College,giving it a more prominent frontage andentrance.

8.4.13 There is a potential to create a focus tothis area that helps to pull the various elementsof the wider area together. The creation of alocal centre within the area including shopsand community facilities (e.g. primary careservices) would reinforce this area’s role as anaccessible focal point. Any possible new retailprovision needs to be considered in the contextof the Inner West and the wider West End.However if the Council wishes to change the

housing market in the Inner West they willneed to consider radical changes to the formand location of neighbourhood facilities ratherthan necessarily shoring up facilities that maynever be capable of attracting and sustaining abalanced and thriving housing market.

8.4.14 Residential development in this areawill have a part to play in linking the City Centrehousing market into the West End andassisting housing market renewal in the

adjoining areas. Given this role, a greater mixof residential form, tenure and size of unitsshould be provided in this area than currentlyexists in much of the City Centre.


to serve the older adult and family market Centre [Estimated cost: £200 000



8.4.15 Building upon assets including the

ICFL, Discovery Museum, potential visitorattraction development in the Gateway area,Marlborough Crescent, etc. the area shouldaim to develop a leisure and evening economynot currently catered for by large parts of theCity Centre. In particular it should look at trying

to serve the older adult and family market.

8.4.16 In order to connect better with adjoiningareas, particularly to the east and west, as wellas playing this transitional role between CityCentre and West End, it requires the creationand improvement of east-west routes throughthe area. The area also needs to have a better

relationship (better frontage, layout, design andmore pedestrian friendly) to these east-westroutes as well as to the key north-south route,St. James’ Boulevard. They need to becomevibrant centres of activity, rather than justthrough routes.

8.4.17 The College should not become aninward-looking ‘campus’, that creates aphysical barrier. In particular the College needsto improve its relationship with the existing

residential areas to the west, as well as withWestmorland Road and Scotswood Road, andnot just the City Centre. There should be clear,well-defined public routes through the College.The clear definition of what is public space andwhat is private College space will help toencourage pedestrian movement through thearea by the general public, whilst at the sametime safeguarding the security of the Collegeproperty.


8.4.18 An extended and enhanced pedestrianroute should be created all the way from theInner West, through the College, across St.James Boulevard and linking into the City

Centre [Estimated cost: £200,000 £400,000*]. This link should be as clear anddirect a route as possible with a good qualityenvironment, with active frontages and welloverlooked. Routes to, from and throughNewcastle College are all important to achievethis. The Council must influence themasterplan that is currently being developed

for the College, to ensure that theseconnections are achieved. As well as ensuringthat its estate relates better to surroundingareas and routes, there is a role for the Councilto play in guiding and assisting the College toexpand into the George Street area.

8.4.19 The layout, frontage and public realm ofthe two existing east-west routes, ScotswoodRoad and Westmorland Road, should also beenhanced to encourage pedestrian activity.

8.4.20 St. James’ Boulevard needs to becomean environment where pedestrians feel morecomfortable, as was the intention of the originaldesign. The development of active ground floorfrontages along Boulevard and particularly atthe junctions with the key east-west routes willbe vital to achieving this.

8.4.21 Land acquisition should be pursued toenable the upgrading of the Redheugh

Bridgehead. A planning brief/guidance shouldalso be put in place to guide the developmentform around the new junction.

8.4.22 A significant new public square shouldbe located in the vicinity of the Discovery




Figure 8.7 Newcastle Gallowgate map of public realm




Figure 8.8 Area Framework: Brewery


8 5 Sub-Area 5 - Brewery Centre via Gallowgate to the north-east The 8 5 6 The area on the brewery’s western flank



8.5 Sub-Area 5. - Brewery



8.5.1 Situated to the west of the northern end

of St. James’ Boulevard, north of WestgateRoad and south of Barrack Road, this is the 19acre site of the former Scottish and NewcastleTyne Brewery. The relocation of the breweryand the subsequent closure of operations onthis site was announced in May 2004.

Physical Appraisal

8.5.2 The existence of this large single landuse in this location has for many years been a

major barrier between the largely residentialneighbourhoods to the west and the CityCentre to the east. Given the nature of the landuse the routes that pass the site areunattractive, unwelcoming, poorly overlookedand have limited activity. They very much givethe impression of a ‘back door’ entrance to theCity Centre.

8.5.3 The original street pattern of the areawas largely obliterated as a result of its

redevelopment as a brewery [See Figures 8.8& 8.9]. However the historic street patterncould be largely reinstated, as its north-east tosouth-west orientation is appropriate toachieve a coherent connection between theresidential areas in the west and the City

Centre via Gallowgate to the north east. Thesuccess of the regeneration of this area willrely to a large extent on the connections itmakes with the adjoining street pattern and inparticular upon the creation of clear, legiblethrough routes, that help to fully andseamlessly reintegrate it as a part of the widercity.

8.5.4 There is a considerable fall of 20 metresacross the site from west to east [Figure 8.10].This general slope is interrupted in the northwest corner of the site by a retaining wall,creating a sizeable level area.8.5.5 The scale of the buildings on the site alsochanges significantly from west to east, frommainly two storey domestic in the west (wherethese have not been cleared) to the largerscale six or seven storey industrial scale in the

east. Some of these buildings, at the southeast end of Wellington Street are robust, andtheir retention (or partial retention) could beconsidered; certainly their scale and formshould influence redevelopment proposals.There are two buildings of particulararchitectural and landmark interest; theWestgate Hall, Listed Grade II – a fineEdwardian freestyle building with a lively tallskyline, and the corner building on WellingtonRoad topped by a large cupola. Both these

buildings should be taken into account aspositive elements in the redevelopmentprocess. The remainder of the buildings on thebrewery site would seem to be of lit tlearchitectural interest, although the importanceof the brewery to the city’s heritage and identityneeds to be recognised.

8.5.6 The area on the brewery s western flankis bounded by large areas of poorer quality,social housing, yet on the southern boundarythere are pockets of higher quality housing.Along Westgate Road and within SummerhillSquare there lies some of Newcastle’s finesttown houses. Westgate Road and SummerhillSquare were historically important residential

areas of the city and during the last centurythese areas have maintained value despite thesignificant increase and imbalance in socialhousing surrounding them.

Key Drivers

8.5.7 The key drivers (existing and potential) fordevelopment in this area will be:

• Scale of development opportunity

close to City Centre – it is likely that

this will be the largest single site to

come on the market so close to the

City Centre, either in recent history

or for the foreseeable future.

• Single ownership – the whole area

is currently in the ownership of

Scottish & Newcastle Breweries.

• St. James’ Metro Station – close to

the site, the Metro Station provides a

link to the City Centre and the wider

network beyond.




Figure 8.9 The Gallogate/ Brewery Area - 1914 Map

Map showing the grain of streets prior to the redevelopment of the Brewery and other post-war redevelopment

Copyright: OS editions published by Alan Godfrey maps, Porspect Business Park,Ledgate Consett DH8 7PW




Figure 8.10 Historic Routes superimposed onto present day map




Figure 8.11 Brewery; uses and storeys plan




Figure 8.12 Brewery and Gallowgate Area Proposals




Figure 8.13 An indicative layout of the Gallowgate / Brewery area showing the approach to built form, creation of small to medium scale urban blocks, graduation of plot density and the relationship of the predominantly residential west end, with the mixed uses of the core around the Piazza. Existing buildings are shown in the lightest brown tone.




Figure 8.14 Remodelled junction at Blenheim Street and Figure 8.15 Barrack Road / Wellington Street Wellington Street to achieve more pedestrian friendly Reviced junction layout crossings, a ‘Ramblas-style’ promenade street and increased flow on Wellington Steet


• St. James’ Park – a major visitor from blocks of City Centre apartments in the The side lanes between the Westgate Road



St. James Park a major visitor

destination adjacent to the site that

attracts thousands of visitors to the

area.


8.5.8 Current landowner aspirations for thesites within this area include a broad mixed-use scheme.

See site Q in the matrix included in Appendix 2.


Future Role

8.5.9 This sub-area should have a key role inblurring the boundaries between City Centreand the Inner West, becoming a transitionalzone that achieves the successful integrationof these two wider areas, to their mutualbenefit.


8.5.10 In order to work as a transitional area, itwould be mixed use with predominantly office,

leisure to the east, and residential to the west,but with a high degree of blending in. In termsof scale of development it would step downsignificantly from St. James’ Boulevard in theeast to Diana Street in the west. In terms ofdevelopment type it would also scale down

east to town housing in the west, and likewisefrom larger floorplate corporate offices down tosmaller scale professional offices andworkspaces.

8.5.11 The land uses and scale of built formshould change across the area from west to

east. In the west the residential uses shouldpredominate, making an easy transition fromthe existing housing areas. Here buildings willbe grouped in short terraces and courtyards,mainly 3 and 4 storey (relating to the scale ofthe nearby Summerhill area) with one or twoaccent buildings at 5 or 6 storeys. This areashould have a permeable and legible streetpattern. The hierarchy of streets should rangefrom conventional streets through to homezones. Some mixed-use buildings, potentially

offices/workspace with living over, could besituated along Corporation Street, buildingupon an established pattern of land use in thisarea. [Figure 8.11]

8.5.12 In order to make it an attractive place tolive and to work, the area needs to containelements of open space. These should have aclearly defined role and fit into the hierarchy ofprovision for the wider area.

8.5.13 Overall the whole site needs to connectbetter with surrounding areas and integratewith the wider city and be far more permeable.There should be a clear and legible networkand hierarchy of streets, making the area easy,safe and inviting to navigate within and through.

gterraces should be extended into the area andnew streets should connect with the routes offDiana Street.


8.5.14 The Council should aim to work withthe owner (Scottish & Newcastle) to agree andadopt a detailed masterplan or planning brief/ guide that establishes the fundamentalprinciples for the redevelopment of the site.

8.5.15 As a basic component of theredevelopment of the site, the Council shouldrequire through planning guidance that anetwork of clear and direct routes across thesite should be created/enhanced (particularlyeast-west from the existing residential to

Gallowgate) to reduce the current barriereffect. This guidance should also require abetter relationship (better frontage, layout,design and more pedestrian friendly) betweenthe new development and these new orexisting routes, to ensure that they areattractive, vibrant, welcoming and safe. Onsome of the more prominent key routes (e.g.Wellington Street) there should also be ahigher quality of public realm.

8.5.16 The City, through its recently introducedcontrols on residential schemes in excess often units in areas outside (or peripheral to) thecore Pathfinder areas, should seek to influence


residential development in the Brewery area, to for left into Wellington Street from Barrack



ensure that it helps to achieve housing marketrenewal objectives. Guidance should alsoseek to achieve the creation landmarkbuildings on the eastern edge of the site.

8.5.17 An enhanced role for Wellington Streetis envisaged whereby it will become both an

important link between Barrack Road and StJames’ Boulevard, carrying all traffic thatcurrently runs between these two roads, aswell as an important access route to/from thenorthern end of the study area. This will requirea mixture of highway and environmentalimprovement works [Estimated cost: £275,000- £500,000*]. To achieve this it is alsoproposed that Wellington Streets’ junctionswith Barrack Road and St James’ Boulevardare upgraded.

8.5.18 The St James’ Boulevard/WellingtonStreet junction will require widening on the StJames’ Boulevard south and Wellington Streetarms, with widening to four lanes on St James’Boulevard and three lanes on Wellington Street(See Figure 8.12 for the proposed junctionlayout). This will necessitate the closure ofCorporation Street at its junction withWellington Street.

8.5.19 The Barrack Road/Wellington Street junction is currently limited movement, withleft-turn in/out of Wellington Street only – essentially the junction forms three-arms withStanhope Street. It is proposed that the junction is ‘opened up’ to all movement (except

Road), with two lanes on the Wellington Streetapproach and junction geometry and signalstaging such that Wellington Street/BarrackRoad becomes the predominant movement.The junction would incorporate staggeredpedestrian crossing facilities on all arms. (SeeFigure 6.3 for the proposed junction layout)

8.5.20 The Council has identified an issue withthe inability of the housing market to meet theoverall demand for housing to buy within thecity. An area the size of the Brewery site wouldundoubtedly bring forward areas of landsuitable for the Council’s wish to aim toachieve a re-balancing of the market.Therefore, In terms of residential developmentin this area it is envisaged that it would bemainly private housing for sale. This would

build upon the advantages of its location nextto the City Centre, bringing a greater level ofprivate housing (differing from the City Centreapartments) in to the West End, helping toboost its housing market. However the scale ofthe residential development in the area meansthat it would be feasible to provide an elementof social housing on the site, and specificallytypes of social housing that are currently underprovided for in the wider area (e.g.accommodation for larger families and the

elderly). The location of an element of socialhousing mixed within the main body of privatehousing on the site would also help it blend inbetter with the adjoining areas of socialhousing, rather than having a cleardemarcation between the two.

8.5.21 Moving eastward, the scale increasesand 6-8 storey buildings should predominate.These would be largely for office use, but willalso contain elements of housing. The mainaxis running from Gallowgate and through theBrewery area to the Westgate Road/ElswickRoad junction, will be marked by a clear and

direct street which will link a sequence ofpublic spaces ranging from the grand andrather formal to the more intimateneighbourhood squares.

8.5.22 As the site reaches its easternboundary with St. James’ Boulevard the scaleand design of buildings should reflect theirprominent frontage onto this key route, andseek to create landmarks. Development in thislocation should also be predominantly offices,

but it also offers the opportunity for leisureuses. In relation to office development, theBrewery site is not regarded as being a GradeA development opportunity. The site sitsbehind opportunities elsewhere within theStephenson, Discovery and Gallowgate subareas. However, due to its close proximity tothe Boulevard, there is the potential to create anew office quarter if the overall demand withinthe city centre is sufficiently strong.

8.5.23 The creation of a local park within thearea serving the new residents and the existingresidents nearby (as well as the office workersduring lunchtime) would help to provide a focusfor the area. In its role as providing that focus,it could act as a place for people to meet or to




Figure 8.16 Area Framework: Gallowgate


rest, or for children’s play. It would also havei ifi t i l it l ddi t

Park south to Gallowgate and west from thed f th Cit C t t W lli t

now the ‘People’s kitchen’ is listed. It is almostf d ti l d i l



significant visual amenity value, adding toquality of life as well as to the value ofsurrounding properties.

8.5.24 The Council should look to regenerateWestgate Road as a frontage for the Brewerysite, through guiding retail development

associated with the site’s redevelopment tolocate there, and by undertakingcomplementary public realm and infrastructureimprovements to attract investment andenhance its function as a focus for retail,together with other services and activity.8.5.26 The Council should look to encourageaccommodation for SMEs (small-mediumsized enterprises) at western end of site - alocation that could provide a good combinationof proximity to the City Centre and cheaper

accommodation. In particular, space forbusiness start-ups and managed workspaceshould be provided. As well as using guidancethe Council and its partners should alsoconsider site acquisition and direct fundingsupport to enable this type of development totake place.

8.6 Sub-Area 6. -

Gallowgate



8.6.1 This sub-area runs from St. James’s

edge of the City Centre, across to WellingtonRoad. It includes the adjacent brewery’sformer bottling plant, which was closed severalyears ago.

Physical Appraisal

8.6.2 The area comprises two parts, each of adifferent character, severed by Barrack Road.

8.6.3 The area to the north side of Gallowgaterising towards Strawberry Place to the northand Barrack Road to the west. The frontagesalong the main streets have been substantiallydemolished and much of the interior of the sitehas been cleared, the exceptions being theWellbar House, the eastern most frontages ofGallowgate and the Strawberry pub on

Strawberry Place. The area in front of StJames’ Park is in poor condition, consisting ofa poor quality landscape scheme, hoardingsand steps taking up the change in level. Muchof this area is used as a temporary car park.

8.6.4 The area between Barrack Road andWellington Road, with St James’ Boulevard asits eastern boundary. Most of this area wastaken up by post-war developmentsassociated with the Brewery. These include

the Slab block and a bulky five storey industrialbuilding. The remainder of the area compriseslow rise industrial and commercial units setwell back from St James’ Boulevard,contributing to a considerable lack of enclosureto the already wide road. The former church,

of a domestic scale and a curious vernacularstyle, presenting a gable end to WellingtonRoad. Consideration of this building and itssetting will have an effect on the proposals inthis area. Wellington Road itself has asubstantially contained character towards itssouth-eastern end.

8.6.5 Pedestrian linkage between the twoareas is poor due to the width of Gallowgateand lack of pedestrian facilities in the vicinity ofthe St James’ Boulevard/Gallowgateroundabout.

Key Drivers


Developer interest and proposals –development proposals area currently beingworked up by landowners or developers for themajority of sites within the area.

• St. James’ Metro Station – located in

the heart of the area, it provides a link

to the City Centre and the wider

network beyond.

• St. James’ s Park – a major visitor

destination right on the northern

boundary, it attracts thousands of

visitors to the area.


Figure 8.17 Gallowgate, uses and storeys plan




8.6.6 Newcastle University – growingeducational facility drawing students into the

Gallowgate with 6-8 storey buildings on theback edge of the footpath Similarly the

could be satisfied to a substantial extent by thecreation of an ‘arc of towers’ of different



educational facility, drawing students into thearea, with potentially complementarybusinesses and other associated uses.City Centre – the shops, services, facilities andother attractions of the City Centre are highlyaccessible, right on the area’s doorstep.


8.6.7 Current developer aspirations for thesites within this area include a casino-ledmixed-use scheme and a number of proposalsfor office and residential schemes. See sitesS and T in the matrix attached in Appendix 2.


Future Role

8.6.8 This sub-area should have a key role inaccommodating office expansion (together withan element of leisure uses) from the City Centre.

Land use and Development Principles

8.6.9 It is envisaged as a mixed-use area,consisting of predominantly office developmentwith some leisure associated with the footballstadium and, to a lesser extent, an element of

housing. It has potential for landmark/tallbuildings.

8.6.10 The main aim on the eastern part ofthis sub-area should be to reinstate thecontinuity of the street frontages along

back edge of the footpath. Similarly theStrawberry Place frontage should be reinstatedwith buildings of approximately 5-6 storeysreducing to 3-4 storeys to relate to the scale ofthe Strawberry Pub. North-South connectionsfrom Gallowgate should connect with thestreets on the north side of Strawberry Place

and give the area a fine grain of narrow plots.The line of the metro runs diagonally acrossthe area and this should be maintained as apedestrian street, with an intimate square ateither end. Frontages in this area should wherepossible generate activity potentially leisureuses with some retail. Upper floors would bemainly commercial with some residential in theshallower blocks. [Figure 8.11]

8.6.11 Part of the area between St James’

Park Metro Station and the top of St James’Boulevard should be taken up by a majorpublic urban space ideally of an irregular semicircular plan, facing south. The changes inlevel could be taken up by an arc of steps andramps, forming informal arena seating insunny weather and could be used for open airevents. This entrance to the Metro Stationwould help generate pedestrian movement inthis space, as would the street level leisureuses fringing the northern arc of the space.

The paved surface and steps should be inrobust natural materials such as Caithnessflagstones and granite steps.

8.6.12 The pressure for high-rise development

creation of an arc of towers of differentheights from about 18 - 45 storeys framing thepublic space. The location of two of the fivetowers would be centred on the existing slabblocks. The highest tower of the group wouldbe at the focus of a number of long views andbe formally related to the central axis of St

James’ Park Stadium, in order to establish alogic to its location, balancing with the massingof St James’ Park. The other two towers wouldbe either side of the tower on the junction of StJames’ Boulevard and Barrack Road. Theexact plan shape and profile of these towerswould be finally determined by considerationsof minimising overshadowing and negativemicroclimatic effects. It is envisaged thatpodium development of between 5-8 storeys,where towers address public spaces, may

help minimise the effects of downdraught.[Figure 8.17]

8.6.13 The smaller public space to the west ofthe three towers on the west side of BarrackRoad would be enclosed by six to ten storeybuildings with active frontages at street level.This space would be the focus of a network ofshort streets running north-south and east-west. The east–west axis would connect toWellington Road, the Brewery Development

beyond and then on into the West End,ensuring a continuous pedestrian link betweenthe residential areas to the south-west and citycentre to the north east. The frontage facing StJames’ Boulevard would enclose this wideavenue and balance with the recent eight




Figure 8. 17 The Piazza faces south and west and addresses the differences of level with an arc of steps and ramps creating an arena of informal seating for events. The public realm extends under the main tower via glazed canopies. The trees give screening and shelter. The ‘Ramblas’ type promenade street of the tree lined St James Boulevard, with groups of kiosks is shown to the south.


Figure 8. 18 Plan showing the location of the 5 landmark towers A-E,inrelation to the Stadium. The metro station and tunnels and the proposed Piazza. Basement level parking (P) is also indicated.



Figure 8.19 Conceptual Sketch of proposed Piazza


storey development on the east side of theBoulevard

Boulevard would have an essential pivotal roleand make a sharp reduction in scale on the

8.6.17 The area presents considerablepotential for regeneration as it comprises



Boulevard.8.6.14 The northern end of St JamesBoulevard between the proposed square andthe junction with Wellington Road could beenhanced as a possible first phase of a‘Ramblas’ type promenade running down thecentre of the street potentially (but not

necessarily) as far as the proposed gatewaysquare at the Redheugh Bridgehead. Thesepromenading streets are popular in manycities, not only Barcelona, but alsoGothenburg, Stockholm and Helsinki in morenorthern latitudes. The central reservationwould be widened to approximately 10m andthe existing over generous pavementsnarrowed accordingly. The two lines of trees,as existing, would be augmented by two othersalong the walkway. This would have the

advantage of reducing the wind effects alongthe Boulevard as well as creating a welcomelinear greenspace in this part of the city. It isenvisaged that kiosks and stalls would belocated along the promenade between thetrees. Imaginative lighting would help to makethis an attractive evening venue. Paving wouldconsist of precast paving slabs with a localsandstone aggregate. Seating, kiosks,advertising and lighting would be of acoordinated and robust design. Public art

including the contemporary statue of JackieMilburn would also be located along thispromenade.

8.6.15 A strong corner building at the junctionof the Wellington Road and St James

and make a sharp reduction in scale on theWellington Road frontage to relate to the‘People’s Kitchen’. The buildings facingWellington Road would reflect the existingbulky scale enclosing the street. These wouldbe of mixed uses of retail, commercial andsome residential. The triangular site to the

north of Hill Street would be mainly high densityresidential units, mainly one or two bedrooms.Car parking and servicing throughout this areawould be at basement level accessed viaramped streets at Hill Street and opposite BathLane.

Rationale

8.6.16 The aspirations of the stakeholdersregarding the western side of Newcastle city

centre and in the Gallowgate and Brewery areain particular, have led to pressure to redevelopor refurbish the existing two slab blocksWellbar House (16 storeys) and the Scottish &Newcastle block (11 storeys). Additionally,proposals are being drawn up for substantialtall buildings – up to 65 storeys in one case inthe area at the interface of St James Park andthe eastern end of the former Brewery. Thisguidance is based on the premise that ifcommercial development of this scale can

generate the momentum for regeneration andthe provision of infrastructure, then tallbuildings can be a positive contribution to thecityscape if their massing and design iscarefully considered.

potential for regeneration as it comprisespreviously developed land and it is the existingfocus of the local road system and a metrostation is situated at its heart.

8.6.18 This area is already a local landmarkas the substantial mass of the St James Park

Stadium structure is visible on the skylineespecially where the city is approached fromthe south, from both the Redheugh road bridgeand the King Edward VII railway bridge. Thestadium with its bold expression of structureand its gigantic scale at street level issufficiently robust to absorb large scalestructures nearby – provided that their effect atstreet level is to be considered sensitively.

8.6.19 A cluster of towers at this major nodal

point within the city could give it a memorableskyline which, if sensitively designed could addto the positive image of Newcastle. Theadvantage of grouping towers imparts a senseof coherent and considered composition ratherthan apparently random towers whichindividually break the skyline. The intention is toconcentrate landmark buildings at this point,with tall buildings located in rare instanceselsewhere in significant nodal locations,depending on skyline impact.

8.6.20 The impact of tall buildings on theskyline of Newcastle will require furtherdetailed exploration. At present the mainfeatures on the west side of the city are thethree identical residential towers to the west


(also visible from the Redheugh and Railbridges – and from the air on landing at the

Boulevard. It is important that this major publicspace receives sunlight up to 3pm between

is also at the interface between the largerscale of St James Park and the Boulevard and



bridges and from the air on landing at theairport); lower but more symbolic towers arethose of the Civic Centre, glimpsed to the east,the church towers at the Summerhill end ofWestgate Road, and the spire of Pugin’sRoman Catholic Cathedral. The comparativelylow (10 storeys) tower of Newcastle College is

also a local landmark.

8.6.21 If towers are to be developed therefore,their visual and symbolic impact should beconsidered in terms of their relation to eachother, their collective skyline and theirrelationship in long and short views to existingskyline landmarks. A group of towers at StJames Park should signify a district or quarter:the message imparted by the towers is thatthese are a destination where publicly related

active street frontages and communal publicspaces will be encountered.

8.6.22 Additionally, the microclimatic impact ofthe towers will require studies by applicants. Inparticular the footprint and profile of each towershould be designed to minimise downdraughtsand turbulence between the tall buildings. Tothis end, the massing of each tower couldinclude podium development and/or street levelcanopies in public areas near each tower. The

use of significant groups of trees may alsocontribute to microclimate control. The effectof shadows cast by the towers will requireanalysis. The critical area to be investigatedshould be the proposed piazza south of StJames Park at the head of St James

space receives sunlight up to 3pm betweenMarch and October in order that its function asan event space and lunchtime informal seatingarea is not compromised.

Massing and Height

8.6.23 It is likely that ultimately there could befive towers in the St James Park group.

Tower A

8.6.24 As the location of Wellbar House isalready established, even if it is redeveloped,this would be the most eastern of the group.Any tower built further east than this wouldhave a harmful impact on the scale, grain andstreetscene of Gallowgate and the relatively

densely developed townscape in the vicinity. Atpresent Wellbar House terminates a significantpart of the westward view along Gallowgate.Any replacement or remodelled tower shouldhave regard to this view and present a moreappropriate silhouette, possibly stepping backnorthwards away from the Gallowgatefrontage, at a maximum of 12 storeys to amaximum height of approximately 20 storeys.

Tower B

8.6.25 The other ‘fixed’ location for a tower isthe existing Scottish and Newcastle block onthe corner of St James Boulevard and BarrackRoad. This is a pivotal location which wouldhelp to frame and contain the urban square. It

scale of St James Park and the Boulevard, andthe finer grained more enclosed network ofstreets and squares proposed for the area onits southwest side. The height of anyredeveloped building at this point would bedetermined by the shadow it would cast on thepublic space. It is likely therefore that the

building should not exceed 18-20 storeysdependent on floor to floor heights and itshould not obscure the line of sight from thepavement outside Eldon Square alongGallowgate to the Cupola on the formerBrewery building on Wellington Street. Twoother towers could be located near Tower B,one Tower C to the south of Tower B, facing StJames Boulevard and Tower D on BarrackRoad facing St James Park Stadium.

Tower C

8.6.26 This would be the lowest structure,creating the transition between Tower B andthe remainder of the development facing thispart of St James Boulevard, which should beno higher than the recent 8-9 storey blocks onthe east side of the Boulevard. Thus Tower Cshould be no more than 14-15 storeys plusaccommodation for any rooftop services. Thistower would assist in the enclosure and

containment of the width of St JamesBoulevard and would signify the arrival at thenew Gallowgate district. Its western side willaddress some relatively small scale spacesand pedestrian streets and its impact at street




Figure 8.20 Map showing the context of the Arc of Landmark buildings, with the other landmark/ skyline features of Newcastle city centre. It also shows the contours related to skyline features.

Figure 8.21 This massing study for the towers indicates how their location relates to view corridors and where towers terminate axial views.




Figure 8.22 This skyline study indicates how the arc of landmark buildings could appear, when driving

north across Redheugh Bridge. The cluster would reveal differing views of St James Park in the background on the approach to the city centre.Note also the cluster of gateway buildings proposed at the bridgehead junction with Scotswood Road and St James Boulevard.


level will be particularly sensitive. the Stadium: imparting a sense of inevitabilityabout the location, rather than haphazardness.

and that a variety of height and profile isachieved, with Tower E presiding over the



Tower D

8.6.27 This tower will counterbalance themass of St James Park Stadium on the northside of Barrack Road, which is at its highest atthis point, being the equivalent of about 12

storeys. The tower could be marginally higherthat tower B as it is not likely to have such animpact on the proposed piazza, and this couldcreate a sequence stepping up the incline fromTowers C,B to D. Its height should not exceed24 storeys, ie twice the height of the station.The spacing between the towers should allowlater afternoon sunlight onto the piazza andallow a view of the cupola from StrawberryPlace. Wind turbulence could be a problemand tests will have to be carried out to

determine the appropriate tower profile.

Tower E

8.6.28 It is proposed that this tower is thecentrepiece of the ensemble; it should thus beat the apex of the group, giving it a coherenceand logic. This central tower therefore shouldhave an iconic location, rather than one whichis the result of purely pragmaticconsiderations.

8.6.29 The location selected is quite deliberate – the Tower is aligned on the central axis of StJames Park Stadium. This creates a formalrelationship between the two most significantelements in the townscape – the Tower and

about t e ocat o , at e t a ap a a d essIt should also mean that the design of thepublic realm between the two elements couldalso be formal and axial. The Tower alsosignifies that it has two major generators ofhuman activity at its base, namely (a) the newpiazza and (b) the Metro Station. Tower E is

situated at the convergence of a number ofviews: (i) along Pitt Street (ii) from BarrackRoad (the approach from the north west (iii)the approach from the south along St JamesBoulevard (iv) from Barrack Road (v) the newaxis of the proposed development on theBrewery site and (vi) the view north fromStowell Street in Chinatown.

8.6.30 The tower would span the lines and theplatforms at the eastern end of the Metro

Station. It would also be raised on piers abovestreet level to provide an elegant and spaciousconcourse connection to the proposed piazza.Tower E will be the highest of the five towers,by a significant extent, but not so tall that itloses its relationship with the four other towersor with the Stadium. Thus it should not exceed36 storeys, ie approximately three times theheight of the stadium nor be lower than 30. Itsprofile should be memorable, and thus mayutilise the range of heights indicated.

8.6.31 Whilst these indicative heights mayvary for commercial and daylighting reasonsthey should be regarded as maxima in eachcase. It is essential that the profile of this arc oflandmark buildings is considered as an entity

ac e ed, t o e p es d g o e t egroup, on its elevated position. The groupingwill also ensure that the original landmark, theSt James Park Football Stadium is seenbetween the towers – terminating a number ofviews between them.

The Piazza

8.6.32 A major public space is proposed whichwould act as the social focus for the newbusiness and leisure quarter emerging in thearea.

8.6.33 The location of the piazza at the junctionof the east west route developed betweenGallowgate and the new Brewery area, and theexisting St James Boulevard and Barrack Road

make this a natural focus of routes. The locationat the heart of the arc of landmark towers, theentrance to the Metro, and at the “front door” ofSt James Park Stadium reinforces its pivotallocation. Moreover, the location is a naturalamphitheatre facing south, due to the existingchange of level on site.

8.6.34 The design of the piazza should take fulladvantage of these locational and socialcharacteristics. The indicative plan shows the

footprint of buildings surrounding and shelteringthe north, east and western sides of the piazza.These buildings should have active frontages atpublicly accessible levels.

8.6.35 The piazza itself would be


characterised by an arc of ramps and stepsproviding informal seating for watching events

used as a stage, and temporary or permanenttented structures could be utilised.

The two listed buildings should be retained andrefurbished and existing footways through the



p g g gand pausing for a while on sunny days. Thesouthern more open side of this space wouldbe enclosed by a double line of trees acting asa shelter belt and visual screen filtering out theintrusiveness of the road junction.

8.6.36 The level of the piazza would be raisedby approximately 1 metre above the existinglevel, to ensure that this people spacepredominates over the traffic spaces.

8.6.37 The approach to the piazza from thenorth would be either through a dramaticconcourse under the focal landmark Tower Eor a concourse linking a possible high levelaccess to the metro station from StrawberryPlace.

8.6.37 The design of the piazza itself shouldreinforce the sense of a major new civicsquare. Thus materials should be durable androbustly designed, with an appropriate senseof metropolitan scale and quality. The aim is toproduce an ambiance similar to BroadgateLondon or Victoria Square in Birmingham. Thenatural materials used in the enhancementprogramme in Grainger Town would beappropriate here. Thus Caithness stone for

flagstones and granite for steps and bencheswould predominate. Cast iron tree grids andstainless steel lighting columns and signsshould also be employed. Design should becontemporary, avoiding a pseudo-heritagecharacter. A slightly raised platform could be

8.6.38 It is envisaged that plane trees or asimilar ‘urban’ species should be used.Planting beds of shrubs would be inappropriatein this location as they are more suited to parkor domestic scaled environments and wouldbe a maintenance liability.

The Junction of Gallowgate and St JamesBoulevard

8.6.39 It is important that this junction isreduced in its impact and is subservient to themajor piazza and to the emerging “boulevard/ ramblas” character of St James Boulevard.Thus it is recommended that the existingroundabout arrangement is replaced by atraffic light controlled “T” junction. The

indicative plan of the piazza area shows this.The existing flows of traffic will be eased at this junction by drawing-off some traffic alongWellington Street/Bath Lane.

Gallowgate

8.6.40 The masterplan aim in this area is toreinstate the street following the considerableerosion of its character due to site clearancealong much of its north side. The surviving

character of the eastern end of Gallowgateshould be the reference point for replacementdevelopment along the north side of the street.

g y gbuildings should be utilised to connect north toStrawberry Place and west along the newnetwork of small spaces to the proposed mainpiazza.

8.6.41 New development should respect the

existing building line, although the pavement onthis side of Gallowgate may require widening,possibly enhanced by tree planting. Theheights of buildings should vary between 6 and8 storeys.It is essential that active frontages shouldextend the full length of Gallowgate.Any future redevelopment or remodelling ofWellbar House should have regard to its role inpartially terminating the westward view alongGallowgate. Thus the existing boxlike silhouette

should be substituted by a lower profile as thetower meets Gallowgate, possibly rising at itsnorthern end.

St James Boulevard.

8.6.42 Further enhancement of this streetshould concentrate on the creation of aRamblas-Boulevard, with a wide tree linedcentral promenade and with narrower sidepavements, also lined with trees. The Ramblas

would have kiosks located between the treesand have similar qualities to Barcelona, Unterden Linden in Berlin and the Boulevards ofGothenburg and Stockholm. The trees will notonly create a visually attractive street which“contains” the traffic and absorbs CO2


emissions, but will act as a wind baffle andfilter. Buildings lining the Boulevard on the

routes and enhanced north-south links. TheCouncil should aim to secure a higher quality



g gwestern side will have active frontages alongthe street frontage and be set at the back edgeof the pavement. Building heights would risefrom approximately 8 storeys in the south to amaximum of 18-20 storeys in the north.


8.6.43 The Council should work with theowners/developers of the car park site at theentrance to the St. James’ Metro Station toensure the creation of an urban square/plazain this location [Estimated cost: £650,000 £1,000,000*]. Involvement of the Council andits partners may be in the form of landacquisition, planning gain or implementation/ funding of the landscaping works.

8.6.44 Planning approvals of developmentproposals should ensure that a pedestrianroute is preserved directly over the line of theMetro tunnel from St. James’ Metro Station toGallowgate [Estimated cost: £350,000 £500,000*]. A planning brief should lay downan appropriate public realm treatment alongthe length of this route to ensure consistency.

8.6.45 Planning guidance should also look to

achieve the creation landmark buildingsaround the St. James Boulevard/BarrackRoad/Gallowgate junction.

8.6.46 It requires the creation/enhancement oflinks to City Centre, improved frontage to key

g q ypublic realm on certain key routes (StrawberryLane, Gallowgate.) – where possible throughplanning contributions from adjoiningdevelopers.

8.6.47 The St James’ Boulevard/Gallowgate

roundabout should be converted to asignalised junction with three lanes on allapproaches and pedestrian phases on allarms. The junction would ‘free up’ land fordevelopment and significantly improvepedestrian accessibility across Barrack Road/ Gallowgate, tying the western part of the areabetter into the city. [Figure 8.14 and 8.15]

* The estimated costs provided for interventions in this sectionare for indicative purposes only. Full details of the basis ofthese estimates and any exclusions, are included in theDiscovery Quarter Cost Report prepared by Turner & Townsend – Appendix 1.




9. Regional

Conference /Convention

Centre Location


accommodating between 700-1500 delegatesfor both conferences and dining, and with

Each site has been assessed in terms of:

• Pros;



9. Regional

Conference /

Convention

Centre Location

9.1.1 The potential development of aconference/convention centre has been thesubject of a separate study by KPMG on behalfof One North East and Newcastle City Council.KPMG were commissioned to test thefeasibility of establishing a large scale RegionalConference/Convention Centre in the NorthEast. The research highlighted the potential forstrong growth in business tourism – NGIsuggest that the market will grow from £26

million in 2001 to £100 million by 2008.

9.1.2 Despite the presence of a number oflarger venues – including the Hilton and SAGEGateshead Music Centre – the North Eastlacks larger scale facilities capable of

associated exhibition space of 2,000 sq.m.

9.1.3 KPMG have developed an outlinebusiness plan that demonstrates that a facilityof this scale – requiring a developmentfootprint of some 16,000 sq.m – could

accommodate up to 60 events per annum, atnational and regional levels.

9.1.4 The business plan shows that thismodel would be financially viable but wouldrequire significant subvention funding from thepublic sector to provide the appropriate mix ofincentives to attract conference organisers tothe region. The capital cost of the facility hasbeen estimated at between £30-£50 million.

9.1.5 The KPMG study has identified our studyarea as the preferred location for this Centre.Within this location it has identified 3 preferredsites:

• Brewery

• George Street

• Pottery Lane

9.1.6 Obviously there is a whole range ofcriteria by which to judge the most suitable

location for a conference/convention centrewithin the study area. In this section we haveset this view – purely in terms of Regeneration/ Urban Design/Traffic & Transport criteria upon the 3 potential sites.

• Pros;

• Cons; and

• Alternative regeneration /

development prospects

9.1.7 All potential locations have:• Good or potentially good access to

Central Station and the City Centre

• Some regeneration benefits for their

surrounding areas, by extending

activity from the City Centre

• Proximity to main vehicular routes

• Sufficient scale to accommodate

some ancillary leisure development.

• None are wholly in public sector

ownership.

Brewery Site

9.1.8 Pros

• Large site could accommodate

additional complementary land uses

• Proximity to University• Single ownership

• Proximity to St. James’s Metro

Station


• Cons

L fl l t l d

• Lack of ownership issues may make

it i k t b i f d f

• Blocks key thoroughfare for students

d id t



• Large floor-plate land use may

reintroduce a barrier in this location

(dependent to an extent on

orientation).

• Orientation and servicingrequirements mean that it is likely toback onto the West End.

• Large-scale leisure potentially nextto small-scale residential

• Limited proximity to City Centre

hotels and Central Station

9.1.9 Alternative Development/RegenerationProspects

• Development pressure on adjacent

Bottling Plant, Gallowgate and St.

James’s Boulevard.

• Potential for finer grain uses that

allow greater permeability and

accessibility through the area.

• Masterplan being developed by

owners – willingness to develop/ potential to guide strategically

it quicker to bri ng for ward for

alternative development

• Key role in helping to deliver HMR

objectives.

2. George Street Site (Discovery Sub-Area)

9.1.10 Pros

• Possible future Orpheus/Metro Stop

at Blandford Square

• Benefits for adjacent College (Links

with tourism, hospitality, catering

courses)• Good proximity to City Centre Hotels

and Station

• City Council land ownerships

• Potential gateway location at

Bridgehead

9.1.11 Cons

• Multiple ownerships (addressed to

an extent by Vico land assembly?)

and residents

• Could limit opportunity for College to

expand.

• Would reduce potential residentialdevelopment and add a potential

additional barrier to the Inner West

9.1.12 Alternative Development/RegenerationProspects

-

• Vico land assembly and other

development proposals suggests

active market

• Potential for finer grain uses that

allow greater permeability and

accessibility through the area.

• Potential expansion for ICFL

• Key role in delivering HMR

Pottery Lane Site (Gateway Sub-Area)

9.1.13 Pros

• Opportunity for landmark building (of

prominence to visitors/patrons) in a


‘Gateway’ location – boost to external • Can accommodate Convention

i C t fl l t b t i li it

• - A Convention Centre would be a

j t l t



.image. Centre floorplate but size limits scope

• Proximity/benefit to Quayside for large-scale ancillary development;

• Proximity to/potential for operational though impact on wider area (Forth

synergy with Arena Street/Banks and western Quayside)

• Proximity to Hotels will underpin regeneration benefits.• Catalyst/driver to tackle linkage and

land assembly issues to benefit of• Alternative Development/Regeneration

wider area. Prospects

• While it may require greater works • Development pressure in the area,

to improve vehicular accessibility, therefor e likely to be developed

these wor ks cou ld have wider anyway, but railway sidings likely to

regeneration benefits (significantly remain in medium term.

improving accessibility of southern • However a lot of market pressure is

part of study area) for residential and therefore it may not

• Potential for direct fixed transit link achieve the regeneration benefits

to station along rail route (ga tew ay/ lan dmark bui ldi ngs,

• Enhance the setting and legibility of attracting visitors/ all day activity) .

the Arena Danger it may become a poorly

• Some City Council land ownership integrated residential estate.

9.1.14 Cons• May be difficult to create/justify/fund

new link/s through railway without the• Barrier of railway line and sidings major driver of Centre

• Land ownership in several hands • - Access/location means that this is

• Current local access difficulties a hard site to bring forward;

major catalyst

Conclusion

9.1.15 Our view is that based upon ourcriteria, and particularly in regeneration and

urban design terms, the Pottery Lane siteshould be the preferred location for siting aRegional Conference/Convention Centre.

9.1.15 The George Street and Brewery siteswould both be acceptable locations and, ifdesigned and laid out correctly as part of awider redevelopment of these areas, couldwork well. However if the Centre is to have aregional and national status, the river frontagesite on Pottery Lane would be highly visible and

legible. A Centre here would have acommanding position as the latest in a numberof cultural venues sited along both banks of theTyne, and would help this area fulfil its role asmajor gateway to the city.

9.1.16 The critical factor, in terms ofregeneration of the study area, is that siting theCentre on Pottery Lane is likely to be the bestway to resolve the significant access and landassembly issues that exist around this part of

the study area and hence to attract high levelsof activity and an appropriate quality ofdevelopment to the area south of the railwaybranch line.


mixed use development at Gallowgate spending of Newcastle College

and the Bre er st dents ha e not been f ll e ploited



10. Delivery Plan10.1 Realising potential

10.1.1The regeneration of the DiscoveryQuarter, Brewery and Gallowgate could makea substantial contribution to the economic,social and cultural life of the City over the nextten to fifteen years. Indeed it is alreadybeginning to realise this potential. The studyarea is

• The largest remaining opportunity for

expansion of the City Centre; there is

strong interest in office development

along St James Boulevard and to the

south of Central Station, in city living

along the Tyne waterfront and in leisure/

and the Brewery students have not been fully exploited;

• A focus for the knowledge economy, the key challenge is to establish the

and in particular the bioscience/ area as a distinctive part of the City

biomedical sector through the Centre offer with a product differentiated

International Centre for Life, which has from that of the Quayside and Biggstrong aspirations for growth driven by Market; there is demand from a range of

expansion of stem-cell research. leisure operators, including the casino

• A focus for City Centre tourism, sector

particularly through the Discovery • A strategic transport hub, with a series

Museum and ICL, both of which have of road and rail links converging in the

potential for expansion; at present the study area and affording strong

area lacks some of the associated accessibility whilst also serving as

daytime visitor infrastructure for family significant barriers to the creation of a

visitors although there is demand from coherent urban form.

hotel operators; the City Council and • A critical zone of transition, linking the

One NorthEast have undertaken jobs and leisure/cultural facilities of the

extensive feasibility studies on the City Centre to Elswick and the adjoining

demand for and delivery of a new communities of the Inner West which

Convention Centre which may well be afford significant opportunities for

pursued within the study area. housing market renewal.• Part of the City’s evening economy,

although the proximity of the Quayside

or the opportunities to capture the


10.2 Delivery models 10.2.5 This scenario is effectively acontinuation of the current approach to

ti f th At t th k t

works. We explore these issues further insubsequent paragraphs.



10.2.2 The private sector has already madeconsiderable investments in the area and iscontinuing to do so. There is strong developerinterest and the market is very active inassembling sites throughout the Quarter. Thisreflects the transformation of NewcastleGateshead since the early 1990s as a vibranturban centre capable of sustainingdevelopment/investment values. There is verylittle evidence of market failure – unlike earlier,successful efforts to regenerate EastQuayside, Grainger Town or GatesheadQuays.

10.2.3The study area is in a strong position tobenefit from the strengthened property marketthat these regeneration programmes have

delivered. Indeed, market adjustment hastaken place to such an extent that it is possibleto question whether previous models ofdelivery, based on strong public privatepartnership, should apply to the Quarter.

10.2.4 In summary, if public sectorinvolvement in the regeneration process waslimited to a regulatory role through planningand licensing, or at best a modest enablingrole through use of its land and premises,

would the market deliver? Would the marketrealise the aspirations and potential for thearea to become a distinctive place and a majordriver of economic growth for the City?

regeneration of the area. At present the marketis delivering – but the product being deliveredis not especially sophisticated. New officesare being built predominantly to a largefloorplate specification and on a pre-let basis – there is little diversity in the product. The

market is delivering new housing – but theseare primarily 1/2 bed apartment city living unitsrather than a more diverse mix, includingfamily housing.

10.2.6 A more proactive form of public sectorintervention is required to achieve theseaspirations, and this is also required to achievethe creation of a distinctive quality of place which will underpin the attraction of investors,developers, businesses and residents to the

study area. The sub-area frameworks identifya number of key transportation and publicrealm works that are required to improve localaccessibility, pedestrian connectivity andpermeability. Cumulatively these interventionswill ensure that the individual sub-areas createa coherent urban form and, through theirquality, achieve the distinctive sense of place,which will attract and sustain investmentvalues.

10.2.7 The private sector can be expected toprovide those facilities which are reasonablyrequired to allow development to proceed or toameliorate its impacts under the Planning andCompensation Act 1991. However, the privatesector is very unlikely to fund all of these

10.2.8 On this basis, some form of public-private partnership will be required to realisethe full potential of much of the study area.Assuming proactive use of planning andlicensing powers to achieve a sustainable mix

of land uses and achieve high quality urbandesign, the public sector will also need to:

• Facilitate land assembly & remediation,

particularly in relation to some of the

more complex sites around Pottery

Lane and other sites in the south

western part of the Discovery Quarter,

and also to stimulate timely marketrenewal and ensure key sites are

integrated successfully with

neighbouring communities.

• Invest in key physical infrastructure and

public realm projects

• Utilise land assets positively in support

of the regeneration process; the City

Council in particular owns land in some

strategic locations including Pottery

Lane, the Redheugh Bridgehead/


Scotswood Road, George Street and

Westmorland Road/Blandford Square

English Partnerships and the NewcastleGateshead HMR Pathfinder) to use their

l i i t t l h

company under the terms of the CompaniesAct, whereby expenditure by the company

ld b id d t b t f C il



Westmorland Road/Blandford Square

10.2.9 The private sector will providedevelopment expertise and investment financeand to take on a requisite level of risk. Thispublic-private partnership model is very much

akin to the approach adopted in many UKregeneration projects since the 1990s,including Grainger Town, Speke Garston andmore recently the Urban RegenerationCompanies established in Liverpool,Manchester, Sheffield and other UK cities,including Tees Valley Regeneration. The ArmsLength Management Organisation modeladopted by a number of local authorities tomanage social rented housing is also relevant.

10.2.10 Most of these organisations havebecome constituted as companies to facilitatethe reinvestment of development returns. Thismodel also allows a more flexible approach tocommercial borrowing than that which iscurrently available to local authorities. It alsoprovides a basis for longer-term investment byEnglish Partnerships, Regional DevelopmentAgencies and other public sector fundingsources.

10.211 In the case of the study area (inparticular Discovery Quarter and the Brewerysite), the URC/development company modelwould be underpinned by a Memorandum ofUnderstanding, committing key stakeholders(Newcastle City Council, One NorthEast,

planning, investment, compulsory purchasepowers and landholdings in support of theregeneration process. The Memorandummight require the partners to:

10.2.12 Identify the key projects/interventions

to be delivered by the company or itsconstituent partners.

• Establish a co-ordinated approach and

development timetable.

• Commit to the provision of financial

and human resources and/or assets.

• Ensure that necessary site services

and infrastructure are provided in

accordance with the development

programme.

• Agree a framework to reinvest development

returns or apportion any uplift in development

values to the individual partners.

• Coordinate marketing and publicity material

relating to the activities of the company or its

partners.

10.2.13 Local authority participation/shareownership requires careful consideration toavoid the creation of a local authority controlled

would be considered to be part of Councilspending.

10.2.14 The City Council has been in dialogueabout the Discovery Quarter with the EnglishCities Fund, a commercial investment fund

established by English Partrnerships, AMECand Legal and General to invest in mixed-useprojects on the fringes of town and citycentres. ECF are a potential private investmentpartner in the Discovery Quarter and could beinvited to participate in the joint venturepartnership arrangements that emerge.

Recommendation 1:

10.2.15 Newcastle City Council, English

Partnerships and One NorthEast tocommence negotiations on the establishmentof a joint venture partnership to deliver theregeneration of the Discovery Quarter. Theseshould explore the costs and benefits ofestablishing an arms length developmentcompany to enable the stakeholders to sharerisk and returns and reinvest in other projectsin the Quarter and consider the costs andbenefits of securing formal URC/UDC status.


10.3 Delivering housing

market renewal

housing development; the City Council’s

new residential planning policy provides

sites in the Discovery Quarter.

10 3 6 An element of residential (10 25% of



market renewal

10.3.1 The study identifies the potential torealise a substantial increase in the supply ofhousing land on the edge of the City Centre(potentially in the region of 2,400 units),

supporting the attraction and retention of askilled and mobile workforce, which is vital tosustain Newcastle’s economic growth.

10.3.2 At present the City Centre market ispredominantly delivering high value 1 and 2bed apartments and as such is satisfying aparticular market niche. However, there aresome concerns that growth is being driven bythe buy-to-let market which may proveunsustainable; as planning authority the City

Council is seeking to diversify the type andtenure of City Centre housing although themarket has yet to respond to this.

10.3.3 Achieving a more balanced mix of cityliving and affordable larger ‘family’ housing willbe critical – and this can only be achieved byworking in partnership with the private sectorto:

• Develop a stronger planning policy

framework through the Regional SpatialStrategy and Local Development

Framework which prioritises the

Pathfinder area as a location for new

new residential planning policy provides

a starting point for this;

• Develop LDF policies which seek to

achieve a broader mix of tenure and

house type within individualdevelopments providing more than say

10 units;

• Accelerate the process of housing site

assembly in the western part of the

Discovery Quarter and Elswick - the

HMR Pathfinder and English

Partnerships can play a critical role

here.

10.3.4 The housing tenure mix in the widerDiscovery Quarter/Elswick area should reflectthe tenure mix across the wider city.

Recommendation 2:

10.3.5 Newcastle City Council and NewcastleGateshead Pathfinder to identify and prioritisekey development sites in the Waterfront,

Discovery and Brewery Sub-Areas (3,4 &5),which can make a significant contribution tohousing market renewal objectives. The HMRPathfinder to consider the potential to allocateelements of its 2006/7 funding programme to

10.3.6 An element of residential (10-25% oftotal land use) should be allowed in the otherSub Areas outside the HMR boundary (inparticular Sub Areas 1 and 6). This should bein order to enable them to grow as genuinemixed use urban areas that generate activity at

different times of the day and throughout theweek and weekend.

10.4 Sustaining the City

Centre office market

10.4.1 Gallowgate and St James Boulevardhave provided a new focus for the City Centreoffice market following completion of the EastQuayside development. Recent developments

including such as Citygate have provedsuccessful.

10.4.2 The area has the potential toaccommodate more than 250,000 sq.m(2,690,000 sq.ft) of office floorspace probably 10 years supply – creating almost9,000 new jobs.

10.4.3 Looking at sites that should bedeveloped first this is an extremely contentiousissue as undoubtedly each developer feels thattheir developments should take priority and thatthey have specific reasons for bringing forwardtheir developments within the developmentprogramme.


10.4.4 Looking at the area south of CentralStation, Silverlink Developments Plc, havesecured from the Trustees of St Mary the

development at Gallowgate, on the siteadjoining Welbar House. This is to be aspeculatively developed 80 000 sq ft Grade A

167,000 sq.ft. of Grade A accommodation.The next major development due forcompletion in Newcastle City Centre will be the



secured from the Trustees of St. Mary theVirgin Estate and area of land extending toapproximately 7.5 acres. We understand thatdevelopment proposals are currently beingplanned by the developers which willincorporate a substantial amount of office

accommodation. Indications are that this willbe a mixed use site. This development site issubject to restructuring long leaseholdinterests which are currently in force tooccupiers could potentially be one of the firstoffice sites to be encouraged. There alreadyexists a substantial amount of officedevelopment in this area i.e. Central Squareand Central Square South and a furtherplanning consent for a speculative officedevelopment has already been granted on the

former Bemco industrial site which is capableof providing a total of 50,000 sq.ft. of new/ refurbished office accommodation. Thedevelopment of the Trustees of St. Mary theVirgin Estate site would effectively completethe development of the area south of CentralStation.

10.4.5 In terms of other developmentopportunities and phasing of sites it wouldseem logical for development in the firstinstance to concentrate in those areas wheresome development has already taken placeand where complete phases of developmentcan be created rather than a “scatter gun”approach. Terrace Hill are to go on site early2005 with their speculative phase of

speculatively developed 80,000 sq.ft. Grade Aoffice facility. It is understood that HanroGroup, who have to date refurbished PercyHouse and developed jointly with Unite ahousing development at Gallowgate, have anadditional land holding which is capable of

providing up to 120,00 sq.ft. of new buildoffices. By encouraging development in thisarea “completed sectors” can be created.This should then create a thriving officecommunity at the head of the Boulevard andbe the springboard for further developmentsouth and west along the Boulevard.

10.4.6 Initially by concentrating developmentefforts on areas with relatively few problems interms of developing i.e. in terms of land

ownership, planning, this should encourage aphased development programme for the Citywhich will then encourage a balance ofbetween development and occupier take up.

10.4.7 Currently in Newcastle there is only onebuilding that has available Grade Aaccommodation and that is within the buildingdeveloped by Hanro for Government Office forthe North East. The surplus space within thebuilding is only 23,000 sq.ft. On site at themoment are Silverlink Developments Plc withTrinity Gardens and McKleer & Rushe withtheir final phase of development at St. JamesGate. Both these developments are due forcompleting Spring/Summer 2005 and togethershould provide Newcastle with approximately

completion in Newcastle City Centre will be theTerrace Hill scheme at Gallowgate. In additionAutumn 2005 should see completion of themixed use scheme by Amco Developmentswhich will make available 22,000 sq.ft. ofspace, being two floors of 11,000 sq.ft.

10.4.8 The phasing of developmentprogrammes by developers should providestability to the Newcastle central office market.

10.4.9 The City Centre Grade Aaccommodation that Discovery QuarterBrewery and Gallowgate can provide is aunique market – it offers a unique product thatbusiness parks cannot.

10.4.10 Occupiers will predominantly be amixture of indigenous relocation and growthwith an element of inward investment. Theexpansion and growth of the professional/ corporate sector within Newcastle has beensignificant in recent years (e.g. growth ofDickson Dees) and is likely to continue to grow- they will have a particular City Centre Grade Arequirement.

10.4.11 The City Council should encourageand support office development as a naturalprogression of existing office development.Particularly this should initially mean at theeastern end of Gallowgate and in theStephenson Sub-Areas. Elsewhere it needs tobe clearly shown to be part of a detailed




developments at the Hancock Museum andelsewhere in the City. In the medium-term,further research on the potential to establish

establishments, which have a high occupancyand can generate anti-social behaviour.

and retain skilled and creative people through arange of factors, including their tolerance andopenness Manchester’s Canal Street area



further research on the potential to establishfurther, education-oriented facilities to create acluster of education/learning based attractionsshould be explored.

10.6.5 Research by KPMG suggests that the

hotel market in Newcastle Gateshead isentering a period of modest over-supply. Thenumber of hotel rooms in the area is projectedto increase by almost 32% by 2008 whilstdemand is expected to increase by only 25%. Ifall of the developments currently proposedcome forward, this will create some sparecapacity in the market. On this basis the visitoraccommodation sector should not be a coreelement of the Discovery Quarter strategy inthe short/medium-term although this position

should be reviewed periodically.

10.6.6 Development of the area as a visitordestination should focus on improvingpedestrian access and amenity, signage andencouraging an improved mix of familyoriented cafés and restaurants as part of thearea’s overall leisure provision. Planning/ licensing policies will play an important role inthis respect.

Evening economy10.6.7 We support the view that the eveningeconomy of the study area should bedeveloped. However, consultation with a rangeof stakeholders highlights a desire for the areato avoid domination by ‘vertical drinking’

10.6.8 To achieve this, we recommend thatnightclubs, takeaways and alcohol led venuesare carefully limited in the area, and that thenew powers in the Licensing Act 2003 are fullyexploited. Where they are allowed powers

should be used to set lower capacity limits forvenues and for larger venues to be brokendown into smaller, distinct parts making themsafer and more manageable.

10.6.9 Community safety and frequent publictransport will be key elements in creating adistinctive evening economy for the DiscoveryQuarter, particularly if a more family orientedproduct is to be developed.

10.6.10 Consideration should be given to ‘chillout’ extended hours – i.e. allowing operators tostay open after the limit of their liquor licenses,selling food and non-alcoholic drinks in adifferent atmosphere. This would have the effectof small numbers of people leaving overextended periods of time probably in a more soberstate.

10.6.11 The area has developed an informalreputation as Newcastle’s gay quarter – without formal marketing or branding – although there has been a comparatively highturnover of new venues and some promotersare uncertain whether this market will provesustainable. Research by US urbanist RichardFlorida suggests that successful cities attract

openness. Manchester s Canal Street areaprovides some evidence of this. However,careful consideration will be required inbalancing the opportunities associated withthis market and those of family visitors.

Recommendation 4:

10.6.12 Newcastle City Council to commissionfurther research on the potential costs andbenefits of promoting the area as a gayquarter, drawing on best practice from otherUK and European cities.

10.7 Outputs

10.7.1 The regeneration of the Discovery

Quarter will take 10-15 years to complete,based on current levels of market demand.The strategy identifies the potential to achievethe following development outputs over thisperiod:

• Residential - 2,400 units

• Student Accommodation - 275 units

(assuming 4-6 bed units)

• Office - 250,000 sq.m

• Light Industrial - 25,000 sq.m

• Leisure - 120,000 sq.m

• Hotel - 32,000 sq.m


• Education - 6,000 sq.m

• Retail – 2,250 sq.m

development company: station operator and Silverlink (total

cost: £750,000).



Retail 2,250 sq.m

10.7.2 This represents a substantial quantumof development – and private investment.Based on current prices, the Delivery Quarter

could realise almost £1.1 billion ofpredominantly private investment over thisperiod, creating more than 15,500 gross FTEjobs and more than 4,000 construction jobs.In comparison, this represents almost tentimes the level of private investment leveredinto Grainger Town between 1996-2003.

10.8 Priority interventions

10.8.1 A comparatively modest programme ofpublic sector support will be required to realisethese outcomes, facilitating limited siteassembly/servicing, wider infrastructureimprovements and public realmenhancements. The sub-area proposalsidentify a series of interventions – some public-sector led, others private – which are requiredto achieve the quality of place which willsustain development/investment values in theDiscovery Quarter.

10.8.2 Building on current developer activity inthe Quarter, the following projects should bepursued over the period 2005-2008 and shouldform the initial priorities for the proposed

• Site assembly centred on the gateway

site at Pottery Lane, encompassing a

programme of improvements to widen

Pottery Lane, open up adjoining land for

development, relocating various rail

operating interests and creating a

pedestrian (and potentially vehicular)

link to Forth Street (total cost excluding

acquisitions: £5.1 million).

• Amenity improvements to the Forth

Street railway tunnel (total cost £60,000)

to encourage pedestrian movements

within the area (in partnership with

Network Rail and Silverlink through a

section 106 agreement tied to its

development proposals for the

Stephenson Quarter).

• Creating a new pedestrian bridge

between Central Station and Forth

Street, in partnership with GNER as

cost: £750,000).

• Improving pedestrian facilities/amenity

along St James Boulevard and as part

of the current works to dual Scotswood

Road (projected costs of up to£450,000 - assume a capital

contribution from the City Council).

• Creating a defined pedestrian route

between the College and City Centre ,

potentially in partnership with Vico and/

or other developers in the George Street

‘triangle’ as part of a future section 106

agreement (total cost: £450,000)

• Identify potential sites for SME office

development and in particular explore

the potential of the Stephenson’s

Warehouse on Forth Banks to provide aconservation led office development forSMES (total estimated cost: £6millionexcluding land acquisition)

10.8.3 The Redheugh Bridgehead Junctionimprovements need to be undertaken to enablesignificant levels of development in this area totake place, particularly south of the junctionitself. The Council approved a method of


funding for the ‘hamburger’ junction in 2000,which assumed a cost of approximately£4million – with 60% funded from developer

• Re-alignment of Skinnerburn Road

along the waterfront to open up

operating interests – these remaincomparatively modest in scale. These couldbe funded through public sector grant support



£4million with 60% funded from developercontributions and 40% from LTP. Thealternative junction that we have proposedshould be affordable within this budget. Wehave assumed that this funding is alreadyearmarked and therefore have not included it

within our calculations below.

10.8.4 The strategy further identifies somestrategic public realm improvements, whichshould underpin the amenity of the variousdevelopment proposals to which they relate. Itis anticipated that the following schemes willbe wholly or substantially funded by the privatesector; they are likely to emerge within the2005-2008 period although this is dependenton the timescales of the individual

developments to which they relate:

• Stephenson Quarter public square

(Silverlink, £350,000)

• St James Metro Public Square (MGM/

NUFC - £1,000,000)

• Creation of a pedestrian link between

St James and Gallowgate (£500,000)

10.8.5 The strategy also identifies medium/longterm interventions that will be delivered beyondthe 2005-2008 period, including:

a o g t e ate o t to ope up

development sites in the western part of

the Quarter and associated

improvement/traffic calming works

(£2,000,000 – potentially funded by amix of public and private contributions).

• Creation of a linear park along Dunn

Street connecting the area to the river

(£1.000,000 – potentially funded by a

mix of public and private contributions).

10.9 Funding Strategy

10.9.1 The private sector will be thepredominant source of investment for theDiscovery Quarter strategy. There isconsiderable developer interest in sitesthroughout the study area and evidence ofcontinued demand across the housing, officeand leisure sectors. There is considerablescope to achieve delivery of various keyinfrastructure/public realm projects throughplanning gain.

10.9.2 Whilst we have identified a series of keyinterventions that are unlikely to be achievedthrough the market – for example assembly ofthe Pottery Lane site and adjoining rail

be funded through public sector grant supportor, in some circumstances, throughcommercial borrowing via the proposeddevelopment company.

10.9.3 The TyneWear Partnership has

signalled its intention to commit £5 million ofSingle Programme resources towardsimplementation of the Discovery Quarterstrategy over the 2005-2008 period. Whilstindividual projects will require to be subject tofull appraisal by the Partnership, SingleProgramme resources will provide animportant catalyst to secure other capitalfunding sources. Single Programme fundingcould be utilised to support the development ofSME accommodation.

10.9.4 One NorthEast should be a keyparticipant in the regeneration of the DiscoveryQuarter via its regional Single Programmeresources. Should Newcastle City Councilcommit to the development of the RegionalConvention Centre – either on the Pottery Lanesite, or elsewhere in the Quarter – then weanticipate that the RDA would providesignificant capital support for the project. It islikely that up to 20% of the capital cost couldbe met by the public sector under current StateAid regulations.

10.9.5 The Newcastle Gateshead HMRPathfinder can play a key role in delivering astronger mix of family housing in the western


part of the Discovery Quarter. The HMR canpotentially support site assembly, infrastructureand amenity works as well as providing gap

funding – will almost certainly be in a positionto spend over this period.



and amenity works as well as providing gapfunding for developers. English Partnershipshas a key role in funding the SustainableCommunities agenda and potentially insupporting major regional projects includingthe Regional Convention Centre.

10.9.6 The City Council has some importantland assets in the area, which it shouldconsider using proactively in support of theDiscovery Quarter strategy. Disposals couldgenerate capital receipts for reinvestment inmedium/long-term projects in the area.

10.9.7 The strategy also identifies a series ofprojects designed to improve pedestrianaccessibility and permeability within the study

area, including improvements to ScotswoodRoad, St James Boulevard and RedheughBridgehead. The former could be incorporatedinto the contract for the current dualling workswith some reprofiling of costs. The CityCouncil should consider allocating resourcesfrom its capital programme to facilitate worksto St James Boulevard and other projects,including elements of the proposed RedheughBridgehead junction.

10.9.8 Measure 3.1 of the ERDF programme isheavily over-subscribed and there is littleprospect of securing resources in the period toDecember 2006, although some Discovery

10.9.9 Assuming that the Council is successfulin securing a reasonable level of private sectorcontributions through planning gain, we believethat public expenditure in the order of £16.5million over the next 3 years would be

desirable to enable key acquisitions,infrastructure works, public realmimprovements and an element of gap fundingof development, to take place.

10.9.10 The table below presents an indicativepublic sector funding profile for the 2005-2008period. It is important to stress that this ispurely for illustrative purposes and does notreflect any commitment from the fundingsources identified.

Table 10.1 : Indicative public sector funding profile20052008

2005/6 2006/7 2007/8 Total

Single Programme (TWP) £300,000 £2,000,000 £2,700,000 £5,000,000

One NorthEas t £150,000 £2,000,000 £3,500,000 £5,650,000

Newcastle Gateshead Pathfinder £100,000 £500,000 £1,500,000 £2,100,000

English Partnerships £100,000 £500,000 £2,500,000 £3,100,000

Newcastle City Council £100,000 £200,000 £350,000 £650,000

Discovery Quarter Brewery Gallow Gate Masterplan

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