Re-Imagining Post-industrial Town Futures by scrajame

RE-IMAGINING POST-INDUSTRIAL TOWN FUTURES An essay submitted in partial fulfilment of the requirements for the MPhil in Architecture and Urban Design examination 2013-2015 5486 Words

James Scrace

Fitzwilliam College

22nd April 2014

1 Essay 4: Pilot Thesis

ACKNOWLEDGEMENTS I would like to thank Ingrid Schroder and Alex Warnock-Smith for their feedback, advice and general insight during the course of the term. Furthermore, I would like to thank Andrew Hoolachan and Dr. Ying Jin for their advice and knowledge on the subject area and for suggesting different routes of investigation. Returning guest critics such as Barbara Campbell-Lange have given me valuable feedback on the direction of my design focus and for this I am very grateful.

CONTENTS

4. ABSTRACT 12. METHODOLOGY 14. INTRODUCTION 21.

CONTEXT

63. DEINDUSTRIALISATION 101. REGENERATION POLICY 117. TRANSPORT INFRASTRUCTURE 153. MASTERPLAN 187.

DISCUSSION - A FRAMEWORK FOR THE FUTURE

194. CONCLUSION 196.

IMAGE LIST

198. BIBLIOGRAPHY 200.

DATA BIBLIOGRAPHY

ABSTRACT As a result of the UKâ&#x20AC;&#x2122;s shift from a heavy to a light industrial production and service industry economy, the problem existing in many of the developing cities and towns in the UK today is the challenge of sustainable re-use of these resulting redundant heritage sites. By the 1980s this shift became evident through the closure of many unprofitable sites, some have described this as devastating communities and local economies - many of which are still struggling to recover 50 years on. Former prosperous industrial sites in these historically industrial towns and cities now lay dormant, with knock-on effects felt in the other parts of the local economy with many theatres, churches and buildings with significant historic value, left to rot. The presence of redundant and decaying buildings in our city centres has had not only a negative impact on economic vibrancy and the streetscape, but limits developer opportunity for new build in strategic places to cope with the needs of the growing population and city expansion. This is a critical issue in future planning for towns and cities throughout the UK. The UK is rich in valuable heritage assets because of our awareness of the importance of our architectural past. The UK listing system, devised to protect this architectural past, has in some cases actually produced planning blight because its heavy restrictions on external and internal modifications restrict any type of reuse. By virtue of this obstacle coupled with the huge financial challenge that is synonymous, many historic buildings once at the heart of the local community will continue to stand neglected. My investigation will be focussed on the areas in the UK affected by this post-industrial collapse, predominantly those with very little social and cultural presence active today. My thesis will look to explore ways in which we can unlock the potential of these precious ageing buildings and neglected sites, forming a sustainable response to give forgotten spaces a new function that is responsive to the needs of the town and its inhabitants, plus being of significant value on a regional scale. This aims to hint at fostering a catalyst for an incremental regeneration and framework for future development.

Offices of the Great Grimsby School Board currently abandoned and boarded up, located just off of Freeman Street. <

The Northern end of Freeman High Street. Only a handful of shops are left operating today along the full extent of the retail axis. <

The area beyond the Northern point of Freeman Street between the town and the docks. Today stands empty as nothing more than a mass of weeds and broken up concrete. <

Route out of site via A180 by car

Car Park location for duration of visit

METHODOLOGY As mentioned previously, my investgation will be focussed on areas in the UK affected by post-industrial collapse. For my study I have chosen the once prominent fishing town of Grimsby. Grimsby presents an excellent example of a booming and sucessful industrial centre of Britain, prospering not only at regional level, but at a national and international scale; being transformed into a national blackspot for socio-economic issues with damged urban fabric after the disappearance of a lifeblood industry. I am proposing a three tiered approach to this subject and case study. Firstly I will perform research on the town itself, through site visits, internet research and the analysis of key texts.

Secondly I will examine policy and theory and what relevant theorists such as David Harvey and Doreen Massey have written about on some of the core subject areas this topic covers, drawing applicable comparisons to my case study. Finally a technical study into transport infrastructure - a key component to the success and possible contributor to the demise of an industry based area, will be undertaken at a micro and macro scale. This will form a well rounded body of research which will allow me to ascertain and address what some of the key issues are, creating a test-bed for a series of design responses.

Route in to site via A16 by car

Route taken during site visit December 2013

INTRODUCTION Fifty years ago Britain’s fishing industry employed around 50,000 fishermen, today there are around 17,000. From a once thriving fishing port of global significance, the 1970s saw the lifeblood industry of Grimsby take a dramatic decline (“The decline”, 2000). Disputes over fishing territories in the North Atlantic between Iceland and the United Kingdom, often referred to as ‘The Cod Wars’, resulted in Iceland extending its economic zone beyond its territorial waters. British trawlers were heavily reliant on the caught cod in these abundant waters and with no access to it, many Scottish ports and British fishing communities such as Hull and Grimsby suffered. This catalysed the demise of the fishing industry in these towns bringing an end to a way of life and community, generations old (Townsend, 2013). Grimsby is by no means typical, but it does display some of the problems found in many post industrial cities: high unemployment, state dependency, social and economic degradation and a loss of civic identity. Grimsby today boasts the highest youth unemployment in the country (“Revealed”, 2011). Employment minister Mark Hoban singled out the situation Grimsby faced as ‘clearly a challenge’ in 2013 after quarterly unemployment figures rose again (Townsend, 2013). The dilemma is, in a changing world where in order to survive our towns have to take on new identities, how do we avoid the sense that everywhere is the same. As Doreen Massey notes: “In an era when, it is argued, local communities seem to be broken up, when you can go abroad and find the same shops, the same music as at home, or eat your favourite holiday food at a restaurant down the road”, “how then do we think about ‘locality” (Massey, 1994, p. 4).

Some towns cannot be preserved.

Should we save their inhabitants instead? 16

[ Death ] of the town

[ fragmented demise?]

[ re-birth?]

[ total wipeout?]

Project Structure This thesis will be divided into sections to allow a clear assessment of the issues surrounding managing the demise and potential rebirth of a town such as Grimsby, taking into account geographical, socioeconomic and political factors. Chapter 1: Context Chapter 2: Deindustrialisation Chapter 3: Regeneration Policy Chapter 4: Transport Infrastructure Chapter 5: Masterplan Chapter 6: Discussion - A framework for the future Conclusion

CHAPTER 1 Context Location, Town structure, Typology, History

LOCATION

within uk

HUMBERSIDE 912,000

BRIDLINGTON

19,000

73,000

34,000

DRIFFIELD

11,000

BEVERLEY

29,000

HULL

301,416

GOOLE

SCUNTHORPE

GRIMSBY

158,000

Rural Fringe Urban

THE TOWN OF GRIMSBY Grimsby is a large sea port town located on the coast in North East Lincolnshire; within a collection of other towns and cities along the Humber Estuary known as Humberside. It sits 16 miles South-East of Hull and 163 miles North of London. Grimsby is within the unitary authority of North East Lincolnshire and acts as its administrative centre. This authority merges the town of Cleethorpes with Grimsby. The Consituency of Great Grimsby is considered a labour stronghold as Austin Mitchell has been the MP since 1977. This political stability may be a factor in the absense of radical plans to improve the local economy and townscape, with no incentive for gaining votes. The local council has promoted the town as “Europe’s Food Town” for the last 20 years, however one would question how effective this has been, as it is a title recognised by very few.

Boundaries existent within the town

Current investment boundary Boundary between the town and industry, subsequently the coast line

Orange denotes administrative boundary of the Great Grimsby constituency < Inner boundary outlines the Town Centre <

Zeebrugge,

BL - Hull,

Hull, UK -

Rotterdam ,

Kingston upon Hull to: Rotterdam Zeebrugge

11 hrs 13 hrs

The Port of Immingham and Grimsby Ukâ&#x20AC;&#x2122;s largest by tonnage 55 million tonnes p/a

Car Export Industry

RO YA L

Immingham

ALEXANDRA DOCK Hull

33 miles

Grimsby Docks Station

45 minutes

A180

Cleeth

Retail park Retail park

Current retail and commercial centre

Retail park

Freshney Shopping centre 1 mile

Grimsby Town Station 447,000 Annual rail passenger usage

A16

Louth

15 miles 25 minutes

retail ax Historic

0.5 m

iles

Retail park

Freeman Street High St. Derelict and forgotten suffering urban decay

horpes

Today in the town we see development focussed around the town centre connected to the Freshney place shopping centre - a retail destination that people from around Lincolnshire travel to the town to use. Retail parks currently line the mouth of the River Freshney towards the town centre, grouped together to form a strong retail presence in this zone. This has created an“inverted” town condition as we usually see retail parks on the suburbs of a town rather than in the centre. As a result the dependancy on car is high within the realms of the town as well as within Lincolnshire; a consequence of a limited rail service. The inner ring road forms a crucial morphological division between the town and the docks.

Grimsby Dock Tower

Parts of the town that have not experienced investment or development are the areas that hold the key to the identity of the place - the historic retail axis of Freeman High Street, abandoned and left to decay, and the Docks. The Docks still function as a major industrial heart for the town, but not on the same scale or in proportion to when the fishing industry was present. This area of town is cut off from the rest of the town, the most part

Grimsby Ice Factory No current usage Grade ii* Listed “At risk” FISH DOCKS

as a result of it being the otherside of the train line which runs an infrequent service from Grimsby Town to Cleethorpes, parallel to the coastline. This accompanied by the mostly redundant industrial zone being fenced off, has created a hard edge condition which makes a connection from the town to the seafront almost untenable. Road

New Clee Station

Grimsby Town F.C

Hard Edge condition

Stations not for passenger use historically used for transporting freight

Cleethorpes Station

Cleethorpes Seaside holiday destination

3 miles

GRIMSBY : TYPOLOGY

Character

Heritage

Dereliction

Sprawl

GRIMSBY : TOWN STRUCTURE

Retail Industrial Redundant Industrial Green space

GRIMSBY : EXISTING INDUSTRY

Industry zones

HISTORY The foundation of Grimsby dates back to the 9th century, established as a principal centre for fishing due to its well situated position for the rich fishing grounds in the North Sea. To this day, the town is still a major sea port, with a history of trading fish, iron, timber, wheat, hemp and flax. During the 1800s the town underwent rapid expansion in line with many towns and cities in the UK during the industrial revolution - a large part owing to the arrival of the railway in 1848, making it much easier and more efficient to transport goods to and from the port. At its peak in the 1950s Grimsby was the largest and busiest fishing port in the world, but by 1958 all this came to an abrupt end. The sudden demise of this lifeblood industry spelled mass unemployment and damage to the community and identity of the town, still being experienced 50 years on. Grimsby is home to approx. 500 food related companies with 70% of the UKâ&#x20AC;&#x2122;s fish processing industry, giving it one of the largest concentrations of food manufacturing, research, storage and distribution in Europe. The remains of the now largely redundant fishing industry can be seen through many abandoned fishing storage warehouses dotted around the town, processing factories dating back to the 19th century and a largely derelict fishing port. Many of these examples are protected under graded listing status, contributing to the weight of now obsolete infrastructure which is causing planning blight within the town. This in turn results in the spreading of urban decay from rotting heritage buildings to abandoned high streets (Assessment of the status, 2010). It is evident from the on-going decay of this valuable heritage asset that Grimsby has not seen the opportunity in using these buildings to help with regeneration. This may be as a result of a political agenda, or lack a financial means. The town was described in the Daily Telegraph in 2001 as a town which â&#x20AC;&#x153;seemingly shuns the notion of heritageâ&#x20AC;?. (Williams, 2001)

1950s Figure 1: Fishermen on a Grimsby trawler Figure 2: Line of trawlers masts along the Fish Docks Figure 3: View from a trawler inside the Alexandra Dock Figure 4: Birdseye view of Grimsby market Figure 5: A busy scene at the fish wholesale market auction

HISTORIC MAPS 1890 CONSTRUCTION OF THE DOCKS

1930 FURTHER URBAN SPRAWL

1900 URBAN SPRAWL

1970 INFRASTRUCTURAL UPGRADES

KEY CONSIDERATIONS There are key areas in need of developement within the town, each presenting good scope to form a regeneration. There is however a danger that if individually developed the effects will be limited only to that area - we have learnt this from the Freshney Place shopping centre, in the centre of town. The route of my study will focus on creating a masterplan initially centred around mobility. This can ensure that important areas around the town have good connectivity, so that in the instance that any of these key areas are developed, the effects are felt throughout the town.

The A180 Corridor The A180 forms the spine and main artery into Grimsby and Cleethorpes. This major transport axis defines the edge between the town and docklands.

Alexandra Dock Opportunity to propose a new zone for the town utilising the position on the waters edge. There is potential to expand this zone to foster stronger connections between the retail core and the rest of the Town.

The Fish Docks

Freeman Street

Potential to propose a new zone for the town using the unique setting next to the fish docks. Opportunity to create a vibrant mixed use development blending existing industrial fabric and heritage with new business and community.

Freeman Street is the original docks High Street and residential suburb. There is scope to redefine Freeman Street as a secondary local/ special shopping district. Enhancing this important Historic street could create a strong community focus for the surrounding area. Coupled with improved connectivity with nearby suburbs could reinforce the link between the town and the docks.

Retail core and fringes The existing retail cores could be reinforced as the civic centre for the town. Making this area more accessible and pedestrian orientated should be high priority and strengthening the retail edges could improve the sense of arrival into the town.

AREA OF STUDY Initial Masterplan agenda: - Forming a connection from the town to the waterfront - Utilising abandoned spaces - Identifying and linking nodes of community importance - Activation of the coastline - Creating a destination

SITE PROVOCATIONS Marina and Retail outlet

Cruise Terminal

Salt farm

Learning centre + hubs

SITE PROVOCATIONS Olympic water sports training facility

Water Export

Underwater town

Nuclear Energy plant

PROVOCATIONS - DEVELOPED Connection to The Waterfront

PROVOCATIONS - DEVELOPED Bringing water into The Town

DESIGN FRAGMENT RECONNECTING TOWN TO THE WATERFRONT

RECONNECTING THE TOWN To address the lack of connection from town to sea front, physically defined routes through placement of boardwalks could be implemented. This can define routes and relocate people from the centre of town to where the town identity lies. There are currently boundaries in place to prevent access at present such as piece of infrastructure and the presence of industry on the coast. These boardwalks could be placed directly on top of existing surfaces so as to respect the history of the area and to create a sympathetic intervention.

One of the proposed routes down Freeman Street leading from the town to sea front

A proposed route placed cutting through the abandoned area of the fish docks leading out to sea

BREAKING THE HARD EDGE BOUNDARY

Series of defined routes on key axis points from town to the sea front

RECONNECTING THE TOWN

Series of defined routes can then be appropriated as boardwalks that take you out to the destination: the seafront

RECONNECTING THE TOWN

Existing landscape

Potential landscape

CHAPTER 2 Deindustrialisation Macro, Micro, Socio-economic effects

DEINDUSTRIALISATION Deindustrialisation is a process of economic change as a result of the removal of the industrial capacity of an area, in particular a major heavy industry responsible for the majority of economic identity of the area. In Grimsby the aftershock effects fifty years on from the disappearance of the main industry is not limited to the purely socio-economic. Like many other towns in the same situation recovery has been attempted through the reintroduction of smaller scale industry such as food processing and containerisation. The theme of food in the town’s industrial profile is one element of identity that has remained and Grimsby is recognised as the main centre of the UK fish-processing industry, 70% of the UK’s fish processing industry is located there (Townsend, 2013). Despite these figures that identify Grimsby as a town that still has something to offer on a regional and global level, it is wholly let down by remaining infrastructure that was designed to serve the now obsolete industry.

A photomontage of the Grimsby Ice Factory

A theorist relevant to my discussion is David Harvey, whose work is concerned with examining how the urban development process is affected by capitalism and the needs of the capitalist society. Harvey’s comments particularly relevant are about the difficulty in negotiating a path between past capital investment which has created the built environment; for example the vast nineteenth century investment in fishery buildings in Grimsby, and how you avoid destroying the value of these investments in order to open up space for new capital investment, necessary to create a sustainable society. Harvey comments: “…capital builds a physical landscape, appropriate to its own condition at a particular moment in time, only to have to destroy it, usually in the course of a crisis, at a subsequent point in time.” (Harvey, 2010, p. 35)

1981-1991

Loss of industrial employment 1

1991-2008

Population change 2

2009

Claimant rate 3 low

high

URBAN FORM AND DYNAMICS POPULATION DENSITY Using 2011 census data we can investigate how inner city densification and brownfield regeneration policies in response to deindustrialisation in the UK have shaped these areas in terms of population density change.

Glasgow

Liverpool

Newcastle Upon Tyne

Sheffield

Grimsby

Manchester

Birmingham

Cardiff

URBAN FORM AND DYNAMICS EMPLOYMENT DENSITY Using the same 2011 census data we can also investigate the resulting effects of the aforementioned policies on employment densities.

Glasgow

Newcastle Upon Tyne

Liverpool

Sheffield

Grimsby

Manchester

Birmingham

Cardiff

OBSERVATIONS Observing the population denisty changes we can see that there is a similarity between all recovering cities with overall growth achieved through high levels of inner-city densification, combined with a mix of slowly growing and moderately declining suburbs. One example from that list that hasnt recovered is Grimsby. This is predominantly due to the lack of a new relevant industry being introduced and therefore relevant infrastructure at town and regional level has not been implemented. Another theory is that out of the list, all are cities except Grimsby which is a larger than average town; Cities recover quicker than towns due to pure scale. Its lack of urban density might be due to its peripheral geography. When towns are affected the whole area and town suffers, whereas in cities the decline is fragmented and limited to certain areas within the City, for example the docks. So it could be argued that because of the smaller size of the town, it will take more time for recovery to take hold, and that the recent revival of Northern urban centres will mean it will be another ten years for the regeneration of Grimsby.

UNEMPLOYMENT

POPULATION OF GRIMSBY 158,000 AMOUNT ON JSA = 9,638

6.1%

JSA CLAIMANT COUNT 2012

TOP 10 GB CITIES

jsa claimant count diagrams 8.7

6.9 6.4

6.1

5.9

5.7

5.6

5.5

UK AVERAGE

NEWPORT

SUNDERLAND

DUNDEE

BELFAST

BRADFORD

GRIMSBY

LIVERPOOL

BIRMINGHAM

MIDDLESBOROUGH

HULL

3.8

LOCAL AREA LABOUR MARKET

MAP FOR YOUTH UNEMPLOYMENT

ECONOMICALLY ACTIVE 16-64 (%) 82.1% + 80.1 - 82.1% 77.9 - 80.1% 74.5 - 77.9% 0 - 74.5%

It is important to recognise that all but one of the towns and cities in the Top 10 JSA Claimant count are areas with a port situated on the coast. This reinforces the correlation between deindustrialisation in these types of areas and unemployment at a regional scale. <

UNEMPLOYMENT The situation in Grimsby is exacerbated by a lack of mobility which impedes the movement of young people to seek opportunities in other economic centres. The limtied diversity of industry type in the town e.g. the food industry - predominates, again limits the range of opportunity for young people. Unlike other major towns and cities, service industries have not been drawn to Grimsby - possibly again because of an absence of mobility. A further dimension in the unemployment conundrum is that for many young people, lack of job opportunitues is a generational problem. How can we expect individuals, brought up within a family unit where for two generations or more unemployment is a fact of life, to have the drive and ambition to seek work opportunities and to be prepared to move away from the area to seek work. This coupled with the relatively generous and readily available benefit system and the poor condition of the built environment sapping town optimism and spirit, further contributes to a worsening situation.

GRIMSBY : AREAS OF URBAN DECAY The areas affected correlate to where major infrastructure nodes were centred historically before deindustrialiastion.

RIVER FRESHNEY Victoria flour mill Built: 1889 In use until: circa 1950 Location: Positioned on the River Freshney between the Alexandra Dock and the old Grimsby market. This allowed for large ships to be loaded with flour direct from the mill, plus distributed locally at the Grimsby market on Freeman Street, situated close by. Current use: Converted to accomodate a small number of unaffordable flats in the 1990s.

GRIMSBY DOCKS STATION

RIVER FRESHNEY

MARKET

FREEMAN ST.

FLOUR MILL

2013 Figure 1: View of Victoria Flour mill and corporation bridge infront Figure 2: A local independant furniture retailer now abandoned Figure 3: Empty developments on the river front Figure 4: Grafiti and bricked up window reveals on mill facade Figure 5: Abandoned storehouse close to the mouth of the river

FREEMAN ST. High Street Length: 0.4 Miles Location: positioned on the same axis as the Fish docks, parallel to the River freshney and the Train line, it historically accomodated many market places trading different produce, along with independant shops and public houses used by Fishermen and those working in the docks. Current use: Freeman Street Market still exists and has recently undergone a renovation. The rest of the High Street is mostly deserted with only a handful of pubs and independant shops still open.

GRIMSBY DOCKS STATION

FREEMAN ST.

FISH DOCKS

SHOPS

MARKET

PUBLIC HOUSES

http://eastmarsh.inandaround. org.uk/files/2011/08/east1.jpg

2013 Figure 1: Freeman Street High St. Figure 2: Handful of shops operating - Iceland and Charity shops Figure 3: Abandoned retail outlets Figure 4: Originally the town cinema, it now has no fixed use Figure 5: Freeman Street market, recently renovated

GRIMSBY DOCKS

Great Grimsby Ice Factory Built: 1901 In use until: 1990 Location: Positioned between the Royal dock and the Fish dock on the same axis as Freeman Street, The Ice Factory was essentially a brick shelter for ice machines, its purpose to supply ice to preserve fish in transit from boat, to market. Current use: It currently sits empty like the majority of the other fishing industry related buildings in the dock. It is protected under Grade ii* listed status.

GRIMSBY DOCKS STATION

FISHING STORES

ICE FACTORY

FREEMAN ST.

FISH DOCKS

SHOPS

MARKET

2013 Figure 1: The Ice Factory as it stands today Figure 2: Other abandoned fishing industry buildings in the docks Figure 3: Aerial view of operating part of the fish docks Figure 4: Grimsby Dock tower Figure 5: Abandoned space between Town and Industrial zone

â&#x20AC;&#x153;Now that that industry has been shipped overseas, a whole load of people are clustered together in one place, for no reason other than history.â&#x20AC;? Anon 91

DESIGN FRAGMENT RECLAMATION OF ABANDONED SPACES

RECLAMATION OF ABANDONED SPACES A brownfield site is one which has been previously used for industrial or commerical use. Sites such as these feature prominently in Grimsby due to the effects of deindustrialisation. Brownfield sites are generally large in scale so a more incremental approach to reclaiming abandoned spaces could be to address smaller sites that are abandoned and connected to brownfield sites, such as underutilised car parks. A low key intervention into these spaces such as a pop up offering a number of community facilities works well as a portable test for what works in different areas of the town, for scope for possible future development.

A large brownfield site in Grimsby

Grimsby Market, 1953

Abandoned spaces including brownfield sites <

POTENTIAL SITE IDENTIFICATION

Abandoned spaces

Existing site = Under-utilised car park

POP-UP NETWORK LOCAL FOOD OUTLET A fresh local food outlet would be a good addition to the pop-up network, utilising the towns own caught produce with links back to its identity as a national food producer. Different food could be sold at different pop-ups located around the town dependant on the location and heritage of the area. Food purchased here could be eaten on site at the community dining area, or as part of a takeaway service.

BIKE RENTAL SERVICE As part of an initiative to encourage alternative modes of transport to the car inside of Grimsby, a free daily bike rental service could be implemented as one of the components in the Grimsby pop-up network. Bikes can be rented and then returned to one of the other pop-ups located around the town. As well as a rental service, an on-site maintenance service could also be provided to fix and help people who use their own bikes to explore the town.

LOCAL MARKET Wheel-able and foldout market stalls allow for local produce to be sold at the different pop-ups around the town. Produce sold will focus on local crafts and â&#x20AC;&#x153;farmers marketâ&#x20AC;? type produce initially, but if a wider presence and interest is achieved, regional and possible national produce could be sold.

SCREENING WALL To provide a source of entertainment for visitors and residents of the town alike, a screening wall that displays footage and imagery of Grimsbyâ&#x20AC;&#x2122;s history and previous life as a global food superpower could be implemented. This creates an opportunity to foster community spirit as well as educate local people to the lost identity of the town.

PROPOSED TRANSPORT STOP

PERFORMANCE AREA & COMMUNITY DINING

To provide access to this particular pop-up and the others located around the town, strategically placed stops will serve these areas to enable improved pedestrian movement around the town and access to community facilities.

A combined performance and dining area creates a physical stage for creative and arts related productions to be expressed throughout the town. Currently the town lacks creative facilities, and this element of the pop-up provides a low cost experiment to see if creative and arts activities are popular with the community. The combined dining area adjoining the stage removes a common barrier and mis-conception that the arts are only accessible for a niche proportion of the community, allowing for participation at all levels.

100

CHAPTER 3 Regeneration Policy Investment, Town identity & Sense of place

101

REGENERATION POLICY It is a sad reflection that despite the Labour government creating an Urban Task force with the support of such high profile architects as Rogers, the redevelopment of brownfield sites in inner cities and the recognition that infrastructure development was the key to any successful regeneration that very little impact was felt in towns such as Grimsby. “Urban renaissance is within our reach; neither the need nor the opportunity has ever been greater”. (Rogers, 2002) The Urban Renaissance White Paper relied on local authorities to make change happen but with the economic crisis of 2007 and the cuts in public spending, policy is now confused and little understood. Policy needs to examine the problems of areas like Grimsby with poor infrastructure, high unemployment and all the social problems this causes. If we examine what is needed for a successful new policy, we see a complex array of problems. Pressures for the Urban Task Force came from a sharp up-turn in projections for new housing needs. Instead of increased housing in areas like the South, it was concluded that to make British cities attractive places to live they needed to reclaim abandoned brownfield areas and reduce pressure on the surrounding greenbelt. The Task Force offered 105 policy recommendations to achieve ‘urban renaissance’ (Hall & Tewdwr-Jones, 2011, p.151). The problem with this ‘one size fits all’ plan, was that the problem was different in the North and South of the country. London was booming and the difficulty was finding enough land to build upon; in the North too few people wanted to live in cities, and they were fleeing to the surrounding areas putting pressure on undeveloped infrastructure. Successive reports show that the nature of the problem is unchanged - in the South the problem is shortage of housing supply, in sharp contrast to parts of the North, especially post-industrial towns such as Grimsby. Clearly despite all the policies of the last 50 years, Grimsby has failed to see any of the benefits of Urban Renaissance. The situation is now one of crisis as we have seen Grimsby identified as one of the most socially deprived areas in the UK. The local authority has tried a number of peace-meal interventions such as anonymous placeless town centre retail parks, and unrealised plans for heritage attractions. The question we need to examine in light of the recent developments is, what model of regeneration will work for Grimsby.

102

Relationship between density and urban form from Rogersâ&#x20AC;&#x2122; Urban Task Force report

Urban design principles from the Urban Task Force report

103

TOWN IDENTITY AND SENSE OF PLACE The essence of retaining the character of inner city areas through the process of urban regeneration has long been a subject of debate. In a continually globalised world urban culture is increasingly conglomerate reflecting the diversity of those residing there. Cities and towns are made up culturally from a mix of their history, architectural legacy, industry and commerce. There is a strong temptation to believe that the preservation of sense of place is about ‘freezing in time’ but as Doreen Massey asserts, what we need is a ‘progressive sense of place’. The policies referring to the need for sustainable communities to consist of more than simply housing is clearly true of Grimsby; housing is in abundance, what is lacking is jobs, infrastructure and a new refreshed identity. Other areas of the UK which have experienced this refreshed identity, have been accused of gentrification and a loss of the indigenous population unable to afford dramatically increasing house prices and living costs. The very assets that these places have which made them desirable such as thriving artistic and cultural communities are forced out, and a cycle of increasing homogeneity of these areas begins. This is a danger for areas that present themselves as candidates for a substantial regeneration, such as Grimsby, having an established sense of identity created by the communities who live there but disregarding the continuing engagement of these communities.

Therefore it would seem the secret of success which successive local policies have failed to acknowledge is that the continuing involvement of the local community in every decision is paramount. The planning tripartite of society, the local economy, and environment must always be maintained. As Massey rightly identified in ‘A Global Sense of Place’: “The question is how to hold on to that notion of geographical difference, of uniqueness, even of rootedness if people want that, without being reactionary” (Massey, 1994, p. 5). The issue of the importance of community agendas was further developed by the coalition government, who in 2010 published “The Localism Bill”. The bill included new flexibitlity for local government, new rights for communities, reforms to make the planning system more democratic and reforms to ensure that decisions about housing were taken locally. The bill reinforces that a sense of place is always central to any decision rather than a global economic value being the only driver. Can Grimsby undergo a successful regeneration providing much needed economic re modelling while retaining the centuries old traditions that it is still recognised for? It would be wrong to assume that there is a single sense of place shared by everyone, peoples relationships to the place, their reasons for being there, their routes through the area to the rest of the world are all different. If we can identify the multiple identities and find ways of making these fit into a new economic model, then perhaps a regeneration is possible.

104

105

INVESTMENT IN THE TOWN Urban regeneration and renaissance schemes continue to form a response to the problems noted in Grimsby and other similar towns but in many cases there is an accompanying oversight of the needs of the community and the sense of place which gives the town its essential heart. In the case of Grimsby we see plans for further shopping centres and retail parks placed in the centre of town, plans which disregard the decaying Freeman St. high street that holds many connections to the vital heritage of the town and has potential to foster new community spirit. The current investment and development visible in Grimsby at the time of my site visit were around the Freshney place shopping centre and bus station. Work is in place to use a single piece of homogenous pedestrian infrastructure - a new paving and lanscaped surface treatment, to blur the lines between realms of pedestrians, cyclists, cars and buses. The scale of intervention within the town seems reasonable and its nature hints at the need to address the issue of mobility and connectivity. This surface treatment starts around the town centre and train station, and continues on a route to Freeman street, planned to stretch the full extent of the historic retail axis. I anticipate that the vision for this initivate is that through encouraging people to follow a landscaped element which ends at Freeman Street the regeneration effect from the town will be shared. This is a short sighted theory as for this to work there needs to be something for people to aim for - we cannot expect people to aimlesly wander without a destination in mind. Freeman Street in its current state no longer presents a key destination space, so a separate plan for this area needs to be considered to work in conjuction with these designated routes.

106

PLANS FOR REGENERATION AS A PART OF THE MASTERPLAN

A vision for regeneration of the Riverside near the town centre

A vision for a new bus station again situated on the riverside

THE REALITY OF THE CURRENT REGENERATION

The distinction between pedestrian path and road highlighted by a change in paver direction

A mess of black tarmac bridging the gap between old and new paving

107

108

DESIGN FRAGMENT ACTIVATION OF THE COASTLINE

109

COASTAL WALK NETWORK Rather than concentrating on small scale intervention in the town centre, I would suggest an invervention embracing the geographic identity of the town - the coastline - Allowing people to access and enjoy coastline via a coastal walk network. As most of the coastline is out of reach and indeed out of view in Grimsby due to the presence of heavy industry, we need to create an extension to the current coastal edge that the public can use, Implementing this proposal is just one step to achieving this item on my masterplan agenda, but it cannot work without being combined with the series of urban piers running in the opposite axis from the town centre to the sea. Without this, the public cannot get to the coast for the most part, so these piers will

A busy coastal scene, Cleethorpes c.1900

have to act as a direct feed to make this design fragment truly effective.

Promenade walkway, Cleethorpes c.1960

110

SECTION A-A

Example of walkway placed on exisiting coastal wall

SECTION B-B

Example of walkway placed on a natural part of the coastline

111

COASTAL WALK NETWORK: ROUTE The proposed route is approximately 2.5KM long running parallel to the bulk of the town between the car export zone of the coast in Grimsby and finishing in Cleethorpes.

500 mm

3500 mm

WALKWAY PLACED ON EXISTING COASTAL WALL

COASTAL WALKWAY TERMINATED BETWEEN THE RED POINTS AT THE SHIPPING ENTRANCE TO THE DOCKS. THE ROUTE IS MAINTAINED ON LAND BETWEEN THE TWO POINTS WHERE THE WALKWAY THEN CONTINUES TOWARDS CLEETHORPES AND IMMINGHAM RESPECTIVELY. TO CLEETHORPES

112

RESPONSE TO FLOOD RISK TIMBER SEAT

PRECAST CONCRETE SECTION 100

A form that is similar to the design of existing flood barriers was considered so that this walkway could be implemented as part of a response to flood risk.

WALKWAY PLACED ON NATURAL EDGE

DOCK TOWER ACTS AS A VISUAL BEACON AND DESTINATION

TOWARDS IMMINGHAM

113

Perspective view of coastal walkway proposal, juxtaposed next to the heavy indsutry currently present

â&#x20AC;&#x153;...Solvitur Ambulando... It is solved by walkingâ&#x20AC;?

Perspective plan of coastal walkway - highlighting its use by walkers and cyclists

114

Existing condition

Perspective view to show how the walkway can be implemented as part of a flood risk strategy on this bank of the River Freshney, as well as revitalising public interest in this area

115

116

CHAPTER 4 Transport Infrastructure Present day and the legacy of the past

117

TRANSPORT INFRASTRUCTURE Twelve years ago Richard Rogers in an article for The Observer commented: “We need to create places where people want to live within our cities, recycling disused buildings and putting in place the transport infrastructure that will allow the development of high quality, high density housing around this integrated transportation network”. (Rogers, 2002) In the case of Grimsby, housing is not an issue but the transport infrastructure can be seen as a significant factor in the decline of the town. In post war Britain there was a desire to move to a global level of infrastructure, concentrating on connecting major economic centres and the growth of air travel was a key factor. The global infrastructure largely ignored local need, for example major roads were driven through towns and communities and in the 1950s many local railway lines and stations were closed. It has only been with a return to localism that local needs are once again being considered, and there is a rejection of the unlimited growth of global infrastructure, for example the current debate on the expansion of London’s airports. With this collapse in emphasis experienced in Post Modernism the once relevant infrastructure is now fragmented and decentralised. Graham and Marvin have identified that from the 1970s the “local bypass” effect has reflected the collapse in the unified ideal of global networking on a macro scale - something that can be seen in Grimsby with regard to the Cleethorpes road flyover. (Graham & Marvin, 2001, p.100) Perhaps in the case of Grimsby we need to look back to the period before the development of global infrastructure when local need was the major consideration.

118

119

TRANSPORT INFRASTRUCTURE

BRIDGES ROAD AND HIGHWAY NETWORKS

TUNNELS

STATIONS

RAILWAYS

WATER LOCK CANALS

SEAPORTS

BOAT TERMINAL AIRPORTS

AIR TRAFFIC CONTROL

BICYCLE PATHS AND PEDESTRIAN WALKWAYS

120

ELECTRICAL SYSTEMS EDGE TREATMENTS

SIGNAGE

LEVEL CROSSINGS

LIGHTHOUSE

UNDERPASS 121

UK TRANSPORTATION INFOGRAPHIC - ROAD

64% 247.5K all journeys in the UK

DURING 2012

miles of road in UK

M25

7hrs

busiest road

196000

vehicles per day

261bn

journey time

LONDON TO EDINBURGH

19.2

miles travelled by UK drivers

seconds lost per mile

DURING 2010

376bn miles to be travelled by UK drivers

DUE TO CONGESTION

DURING 2010

DURING 2035

34.5 million

licensed vehicles on UK roads

vechicle type (millions)

28.7

1.2

4.4

0.16

0.67

cars

motor cycles

goods vehicles

buses& coaches

other

122

GRIMSBY

123

UK TRANSPORTATION INFOGRAPHIC - RAIL

4 mil

5hrs

2552

10K

no. of stations

IN THE UK

miles of track in UK

journey time

LONDON TO EDINBURGH

journeys made every day

(Number of services)

(Passengers in thousands)

5000

1,000

1000

120 100

800

600

400

200

No. of services

Sheffield

Nottingham

Newcastle

Manchester

London

Liverpool

Leicester

Leeds

Bristol

Cardiff

Birmingham

Dept for transport: Rail passenger statistics 2012

Passengers

18K

passenger trains

freight trains

PER DAY

124

1.5bn journeys made travelling

36bn miles in 2012/13

103

million passengers P.A.

London Waterloo UKâ&#x20AC;&#x2122;s Busiest station

GRIMSBY

125

UK TRANSPORTATION INFOGRAPHIC - WATER

95%

3000

all frieght enters UK

BY WATER

miles of navigatable waterways in UK

500

major rivers

IN THE UK

TONNES total freight traffic

IN THE UK DURING 2012

Dept for transport: Port Freight statistics 2012

9.4

million passengers P.A. DOVER TO CALAIS

million passengers P.A.

MOST POPULAR PASSENGER ROUTE

international sea routes

52 major ports

million tonnes freight P.A.

IN THE UK

Grimsby & Immingham UKâ&#x20AC;&#x2122;s busiest port

126

GRIMSBY

127

UK TRANSPORTATION INFOGRAPHIC - AIR

360

WORLDWIDE

Airports in the UK

destinations available from the UK

200 million passengers

AT UK AIRPORTS

1hr15 journey time

LONDON TO EDINBURGH

UK Airports Terminal passengers

2 million

TONNES total freight traffic

BY AIR

61 million international passengers Highest worldwide

HEATHROW 128

2 million

Air transport movements (takeoff and landings)

SPAIN Most popular destination

BY UK PASSENGERS

GRIMSBY

129

130

â&#x20AC;&#x153;Public transport services within Hull and Humber Ports are confusing and expensiveâ&#x20AC;? Centre for cities 2010

131

HUMBER LOCAL ECONOMY Grimsby is largely isolated from the economies of Hull, Scunthorpe, East and West Lindsey in labour market terms. While public transport is quite poor, it reflects the needs of connectivity between the different areas and does not seem to exacerbate economic linkages. The cause predominantly could be seen to be a lack of economic incentives such as wage differentials which do not encourage commuting. This is not to say that public transport should not be improved to support future labour markets and movements within the Hull and Humber area. As a result there is a high level of self containment. (City Relationships, 2010) Commuting patterns across Yorkshire and Humber

Residents commuting to Grimsby

132

JOURNEY DURATION TO MAJOR ECONOMIC CENTRES HULL

BROOMFLEET

GRIMSBY SCUNTHORPE = 34min

BROUGH HESSLE

FEMBY

BARROW HAVEN BARTON UPON HUMBER

PLOT PASSENGER JOURNEY TO GRIMSBY HULL +1 change LONDON? = 2hr 22min

NEW HOLLAND

MAYBE ADD IN LATER AND DO IT TO MAJOR ECONOMIC GRIMSBYCENTRES MANCHESTER AND DO THE SAME FOR CAR AND = 2hr 28min BUS IN SECTION AFTER

GOXHILL THORNTON ABBEY

GRIMSBY LIVERPOOL +1 change = 3hr 57min

GRIMSBY LONDON +1 change = 2hr 54min

ULCEBY HABROUGH HEALING

SCUNTHORPE

GRIMSBY DOCKS

STALLINGBOROUGH

BARNETBY

GREAT COATES

CLEETHORPES GRIMSBY TOWN

BRIGG

KIRTON LINDSAY

RAILWAY

HULL

BROOMFLEET

GRIMSBY SCUNTHORPE = 37min

BROUGH HESSLE FEMBY BARTON UPON HUMBER

BARROW HAVEN

GRIMSBY HULL = 43min PLOT PASSENGER JOURNEY TO GRIMSBY MANCHESTER LONDON? = 2hr 15min MAYBE ADD IN LATER AND DO IT TO MAJOR ECONOMIC CENTRES GRIMSBY AND DO THE SAME FOR CARLIVERPOOL AND = 2hr 31min BUS IN SECTION AFTER

NEW HOLLAND

GOXHILL

THORNTON ABBEY

ULCEBY HABROUGH

GRIMSBY LONDON = 3hr 37min HEALING

SCUNTHORPE

BARNETBY

GRIMSBY DOCKS

STALLINGBOROUGH GREAT COATES

BRIGG

CLEETHORPES

GRIMSBY TOWN

KIRTON LINDSAY

ROAD ^ By comparing journey times by road and rail to the same 5 major economic centres, we see that on average it is quicker to travel by road within this region with a few exceptions, notably London. 133

GRIMSBY: LAYERS OF TRANSPORT INFRASTRUCTURE TRANSPORT USAGE IN GRIMSBY BY TYPE

134

1% Rail

74% Road

60% Driving a car or van

12% Bus, minibus or coach

1% Motorcycle or moped

1% Taxi

25% Foot

135

RAIL INFRASTRUCTURE Historically the railway was a major infrastructural component to the transportation of freight, from boat to market - notably Billingsgate in London. Within the town of Grimsby today the train service runs between the stations of Grimsby town and Cleethorpes, where it terminates. It could be argued that considering the infrequency of the service and the how under utilised it is by passengers and freight (1% of journeys in the area completed by rail compared to 74% by road) that locally, this service is now obsolete.

Grimsby Town Station

136

Grimsby Docks Station

Cleethorpes Station

137

INTERCONNECTED NETWORK The Great Central Railway mainline operated from 1897 and provided a rail link between London Marylebone station and major industrial centres of the North, including Grimsby. It provided a passenger service as well as a freight service with coal timber and fish its main cargos. This line was an important element of infrastructure to Grimsby as it allowed the efficient movement of fish to national markets.

THE GREAT CENTRAL RAILWAY 1897

138

Today we see plans for HS2, a high speed rail network designed to help create better connectivity between the North and South, parallels drawn to The Great Central Railway. This provides a good example of how plans of the past, pre modernism, are being re-appropriated to serve a modern day demand - in this case on a national scale. Grimsby may benefit from being put back on the map through an initiative such as this, but firstly it needs to regain national and regional status as an economic centre to warrant being a part of this interconnected network.

HS2 2013

139

THE LEGACY OF INFRASTRUCTURE UPGRADES A complex railway juction and level crossing was a cause for much congestion on the busy Cleethorpes road. In the mid 1960s it was replaced by a concrete built road bridge. The bridge itself caused the wholesale demolition of several buildings including housing, businesses, public houses and a major hotel. By the time of the completion in 1967, the loss of fresh fish traffic from rail to road had made the requirement of the bridge and the connectivity between the docks and the railway station, redundant. This provides a classic example of how infrastructure improvements can create more problems than they solve. (â&#x20AC;&#x153;Looking backâ&#x20AC;?, 2010).

140

01 FREEMAN STREET 02 GRIMSBY DOCKS STATION 03 CLEETHORPES ROAD FLYOVER 04 GRIMSBY ICE FACTORY 05 LEVEL CROSSING

141

GRIMSBY TRAMWAY The Grimsby to Immingham light railway ran from 1923-61 before it was replaced by bus services - a trend experienced throughout the UK at this time. When in operation the service ran between the industrial town of Immingham and Grimsby, but terminated at Corporation Bridge before entering into the heart of Grimsby town. It was powered by the power stations at Immingham and used to serve workers who lived there to take them and their families to Grimsby, and vice versa. Tram route at regional scale - Immingham to Grimsby

Below shows the planned extension into the rest of the town and to the neighbouring town of Cleethorpes, that was never fully realised and implemented. We have to question what the situation would be in Grimsby today if this line had been extended, and the tram line retained. Perhaps this model of inner town mobility could be re-applied to the problems of connectivity today. Sucessful modern day tram network implementations have helped to revitalise areas such as Edinburgh and Manchester - both areas that have suffered postindustrial decline. Tram route within the town, terminating at the River Freshney on Corporation Bridge

Planned tram route for Grimsby c.1926

142

143

144

DESIGN FRAGMENT RE-INTRODUCTION OF THE TRAMWAY

145

TRAM NETWORK Re-introducing the tramway typifies the application of a model of the past to a modern day issue. I propose that this tramway network re-traces routes of the past whilst creating new routes as part of a circuit. To do this nodes of community of importance need to be identified and then linked. Tram stops can then be placed at and along the network between these key nodes.

1 7 2 6

146

1. CORPORATION BRIDGE

2. GRIMSBY BUS STATION

3. SIDNEY PARK

4. GRIMSBY TOWN F.C

5. CLEETHORPES

6. FREEMAN STREET

MAJOR NODE 7. CLEETHORPE ROAD/ FREEMAN ST. JUNCTION

This site is a major node due to its location at the head of Freeman St. an area in great need of revitalisation, plus where it sits in relation to the docks and its prominent positioning next to one of Grimsbys finest heritage buildings - The Ice Factory.

panoramic?

^ Panoramic view of the indentified major node

147

TRAM NETWORK The proposed new tram route forms a circuit serving the key nodes identified as well as operating along the two main axes East to West: along the coastline and then running parallel at the back of town.

148

^ Node where lines of transport intersect

149

TRAM NETWORK The site of the major node also coincides with the cross axis of 4 different modes of transport. This can help form a driver to revitalise this site and the coastal edge. To create a more public realm friendly space and to allieviate the hard edge condition, the train line running from this point to Cleethorpes could be terminated here and that leg of the journey could be incorporated as part of the new tram network.

MAJOR NODE 7. CLEETHORPE ROAD/ FREEMAN ST. JUNCTION

TRAIN TO BE TERMINATED AT THIS POINT SCOPE FOR DEVELOPMENT OF DESOLATE LAND

150

TRAM STOP DESIGN PROPOSAL

3150mm

Tram stop section

Tram stop - glazed canopy suspended from a series of timber square arches

^ Photomontage mixing past and present views of Corporation Bridge where the Tram historically terminated, with an overlay of a modern day proposal. 151

152

CHAPTER 5 Masterplan Consolidation of design tests

153

SERIES OF URBAN CENTRES Clearly the regeneration of cities such as Liverpool and Manchester show us that the scale that the regeneration is taken on, is key. Grimsby has suffered from being a large town, rather than city. I would therefore propose in my masterplan that we group Grimsby within the realm of a failing region along with areas such as Cleethorpes, Immingham and North Coates. This takes pressure off of individual failing towns and provides Grimsby with a greater critical mass for opportunity to work with improved infrastructre, and produce economic development. The strengths of the 4 areas could be pooled to create one polycentric region creating a string of pearls for development along this portion of the East coast. Design fragments could be shared between the region as well as the town. Pop ups in other towns could have different functions which people could travel to within the region. Creates a reason for people to travel/ commute, something that doesnt currently exist within the Humber region. Food industry

GRIMSBY

Global seaport

Hard industry

IMMINGHAM

Retail Heritage attraction

154

Commerce

Holiday resort

NORTH COATES

Airfield - scope for national and global connection

CLEETHORPES Leisure

Regional view of the “string of pearls” along the East coast

155

MASTERPLAN: COMPONENTS

TRANSPORT - TRAM

COMMUNITY NODES 156

ROUTES FROM TOWN TO SEA

COASTAL WALK 157

MASTERPLAN

158

159

COMMUNITY NODES DEVELOPED

COMMUTERS

TOURISTS

VISITORS

Industry node COMMERICAL

UNEMPLOYED

High Street node DEMOGRAPHIC

RETAIL

INDUSTRY

AGRICULTURE

STUDENTS

RESIDENTS

WORKING

LIVING

MAJOR INDUSTRY

HISTORICAL MONUMENT

CREATIVE INDUSTRY

ABANDONED SPACE

FREEMAN HIGH ST.

ABANDONED SPACE

SHOPPING CENTRE

SCHOOL GRIMSBY RAILWAY

160

0 10

100

200m

PROPOSED TRAM ROUTE AREAS OF COMMUNITY VALUE TO BE LINKED

School/ residential node Coastal/ green space node

HISTORICAL MONUMENT

FISH MARKET

SCHOOL

ABANDONED SPACE

GREEN SPACE

SCHOOL

GRIMSBY F.C CLEETHORPES MARKET PLACE MOSQUE SCHOOL ABANDONED SPACE

GREEN SPACE

MEDICAL CENTRE

GREEN SPACE

SCHOOL

GREEN SPACE

161

COMMUNITY NODES DEVELOPED

Industry node To provide pedestrian mobility for all different types of demographic, including those who both live and work in the town, a tram stop and defined walkway leading back to the town centre is placed on this site.

High Street node To reinvigorate the former prospering high street, a tram stop is positioned at the head end which coincides with a clearly defined partial or fully pedestrian route connecting the South to the North of the town. The position of this node allows for connectivity not only from the tram service but also from the series of retail parks and supermarkets located to the West of this site.

162

School / residential node This tram stop serves residents as well as school children in this area situated to the South of the town. Designating a tram carriage purely for school children in Grimsby could prove to be an effective way of improving student mobility as well as helping to combat school responsible rush-hour congestion.

Coastal / green space node This node creates an opportunity for linkages with other green spaces around the town. This area of grassland is situated right on the coast line, opposite the community popular football ground. The area adjacent is high density residential so the placement of a tram stop seems reasonable with a clearly defined route joining the town to the sea, plus an opportunity to link up with a proposed coastal walkway.

163

MAJOR NODE: TOWN SCALE

GRIMS DOCK

CAR EXPORT INDUSTRY

TO THE NORTH (HULL)

FREEMAN HIGH ST.

TO SCUNTHORPE

SHOPPING CENTRE

GRIMSBY TOWN TRAIN STATION

164

TO THE SOUTH (LINCOLN)

SBY KS

GRIMSBY TRANSPORT INTERCHANGE

GRIMSBY F.C

CLEETHORPES TRAIN STATION SECONDARY SCHOOOL

165

TRANSPORT INTERCHANGE

MAJOR NODE: MICRO ANALYSIS

This site identified as a major node previously will be the site of the proposed transport interchange due to its cross axis of different transports. As part of the scheme, the hard edge condition needs to be addressed to enable permeability from the Town to the Docks.

01 02 03 04 05 06 07 08 09 10 11 12 13

FREEMAN STREET CLEETHORPES ROAD FLYOVER GRIMSBY ICE FACTORY COLD FOOD STORAGE AND TRANSIT GRIMSBY DOCK OFFICES TIMBER WHOLESALE GRIMSBY MARINA FISHING STORES BOAT PAINT SUPPLIES ALBION STREET VICTOR STREET PARK GRIMSBY DOCKS STATION GRIMSBY DOCKS LEVEL CROSSING

TO CLEETHORPES TOWN

166

REMOVAL OF TRAIN RAILS AT THIS POINT ALLEVIATES THE HARD EDGE THAT SEPARATES THE TOWN FROM THE DOCKS. TRAM RAILS ARE PEDESTRIAN FRIENDLY, THEREFORE YOU MAINTAIN TRANSPORT LINKS AS WELL AS IMPROVING PEDESTRIAN MOVEMENT.

REINTRODUCTION OF TRAM WAY REUSE THE RAIL AND ROUTE TO CLEETHORPES FROM THIS INTERSECTION FOR THE TRAMWAY

TRAM/ RAIL INTERSECTION

IMPROVE THE CONNECTION BETWEEN INDUSTRY AND THE TOWN

12 10

08 13 03 04

REMOVAL OF THE LEVEL CROSSING COULD ALLEVIATE THE PINCH POINT BETWEEN THE “LIVING” TOWN AND THE DOCKS. THIS IS CURRENTLY THE ONLY GATEWAY FROM THE HIGH ST. TO THE INDUSTRIAL SIDE OF TOWN

ONLY 2 TRAINS A DAY RUN BETWEEN GRIMSBY TOWN RAILWAY STATION AND CLEETHORPES (THE FIRST WESTBOUND SERVICE EACH MORNING AND THE LAST BACK EACH EVENING)

REDUNDANT HIGH ST AXIS

GRIMSBY DOCKS STATION

NEAREST STATION TO PROPOSED “PLAZA” IS GRIMSBY DOCKS. AS THIS IS A STATION DESIGNED AND POSITIONED PURELY FOR INDUSTRIAL USAGE, A NEW PEDESTRIAN-ONLY STATION COULD BE PROPOSED TO SIT ON THE EDGE OF THE PLAZA. BY CONNECTING A REGIONAL TRANSPORT LINK TO THE PLAZA WE ARE ABLE TO BRING PEOPLE DIRECTLY TO THIS EDGE OF TOWN WHICH CAN STIMULATE INTEREST AND THE REGENERATION OF THE NOW DESERTED FREEMAN HIGH ST.

EXTEND HIGH ST AREA TO THE MARINA

PLAZA USED AS DUAL DEVICE TO RECEIVE AND PROVIDE FOOTFALL FOR THE HIGH ST.

167

THE TRANSPORT INTERCHANGE

^ Perspective view of the transport interchange on approach to the site from the West.

168

169

^ Perspective site section looking East.

170

171

THE TRANSPORT INTERCHANGE The design for this main component which drives the masterplan, needs to function whilst representing the ethos of my design agenda: permeability. The canopy that creates the covered platform area consists of a number of profiled square concrete arches placed in series at 2.5m centres. This accompanied by a glazed element suspended from this structure allows for maximum visual permeability allowing visitors inside and on approach the ability to see destination spaces on whatever axis such as the Ice factory, satellite to the interchange. The permeability of this structure further symbolises the breaking of the current hard edge and removes this barrier without creating a new visual one. With connectivity another element to the design agenda, road links and access to the docks have been maintained so as not to cut any zone off from another. The canopy has been placed over the road at this site to create an opportunity for cars to pass through with drop-off points to be contained within the one space. The introduction of a green area to the site is a welcome contrast to the current mass of hard surface materiality, creating a softer more welcoming space. It also provides scope to link up with existing, and proposed new areas of green space along the coastal axis which the tram line will now serve. Building on the linkages aspect of the design is the promenade - manifesting itself at this stage as a shared materiality, joining up directly with the interchange and acting as an extension of the platform.

TRAM PEDESTRIAN UNDERGROUND CAR

172

SITE PLAN

1. TRAM PLATFORM 2. PROMENADE 3. APPROACH FROM FREEMAN ST. 4. AREA OF GREEN SPACE 5. AMPHITHEATRE 6. ENTRANCE TO TRAIN STATION 7. ROUTE TO HISTORIC BUILDINGS 8. ROAD ACCESS + CAR DROP-OFF 9. BOARDWALK ROUTE OUT TO SEA

173

^ Perspective view of The Transport interchange on approach to the site from Freeman Street.

174

175

THE TRANSPORT INTERCHANGE

TRAIN LINE Overground trainline re-routed and terminated underground. Creating a major passenger trainline node at this point provides an opportunity for people to board and disembark the train at this end of town for regional and national rail links.

BOARDWALK

TRAM LINE To retain transport links between Grimsby and Cleethorpes after the train line is terminated at this site the public realm friendly tram will complete the missing leg of the route as well as creating a loop around the town, stopping at strategically placed nodes relating to the current needs of the community.

WALKWAY As part of a site integrated slice of this proposal a designated walkway could be designed to feed directly off of the transport interchange platform as a way to strategically improve pedestrian and cycle routes at this end of town. It will form a new threshold landmark providing a direct route along the axis of the coast line, creating access to currently unused and unaccessible pockets of space.

INDUSTRY

01 02 03 04 05 06 07 08 09 10

176

FREEMAN HIGH STREET CLEETHORPES ROAD FLYOVER GRIMSBY DOCK OFFICES TRANSPORT INTERCHANGE TRAM PLATFORM TRANSPORT INTERCHANGE UNDERGROUND TRAIN ACCESS COLD FOOD STORAGE + TRANSIT UNDERGROUND HERITAGE ROUTE GRIMSBY ICE FACTORY GRIMSBY MARINA FISHING STORES

CAR

TRAM

TRAIN

PEDESTRIAN

CYCLING

LEISURE HERITAGE

10 07

COMMERCIAL

RETAIL

177

THE TRANSPORT INTERCHANGE GROUND FLOOR PLAN

At ground level the interchange provides a platform to serve two tram lines which disperse and go back to single rail after leaving the site, in opposite directions. The platform is linked to the underground level by two glazed lift cores at either end of the platform along with escalators and flight of stairs in close proximity. Paralell to the platform is the exisiting road which feeds directly into the shared space, allowing people to transfer from car to train or tram, directly onto the platform.

CANOPY

The final key design element at ground level is the amphitheatre style landscaping typology which provides access to the underground station in a more playful way and creates a communal and intermediate space where people can wait for their transport. It serves another purpose as a destination space infront of the terminal as well as sitting in a prominent position next to the Ice Factory, which through proposed performance space and imagery projected onto the building, could create an external interest and precursor for future development. GROUND LEVEL

UNDERGROUND LEVEL

178

GROUND FLOOR PLAN 1. TRAM PLATFORM 2. PROMENADE 3. LIFT ACCESS 4. STAIR + ESCALATOR 5. AMPHITHEATRE 6. ENTRANCE TO TRAIN STATION 7. ROUTE TO HISTORIC BUILDINGS 8. ROAD ACCESS + CAR DROP-OFF 9. BOARDWALK ROUTE OUT TO SEA

179

^ Perspective view of The Transport interchange tram platform at ground level.

180

181

THE TRANSPORT INTERCHANGE UNDERGROUND FLOOR PLAN

The plan for the underground floor is centred around maintaining the flow of one type of movement on one axis, in this case pedestrian from North to South, with transport axis moving on the opposing axis, East to West. This also mirrors what is happening above ground. The planned elements within the space are grouped and zoned, set around allowing for destination spaces spaces to always be in view. The facilities provided in this space such as cafeâ&#x20AC;&#x2122;s tourism information and ticket sales are vital to the running of the interchange, but also responds to the need for and lack of these particular facilities at this end of the town, and anywhere along the coastal axis. This in-turn could create a catalyst for a series of meeting and eating spaces along the coast, served by the tram line.

CANOPY

At this underground level, passengers can board the train line that has been terminated at this point. This provides a regional and national link to the interchange. The amphitheatre creates not only public space but also an underground route for visitors to the site to bypass anything transport related and get to the Dock area safely. At this undeground level, scope to create a route that explores and interrogates historic buildings, could be implemented.

GROUND LEVEL

UNDERGROUND LEVEL

182

9 1

UNDERGROUND FLOOR PLAN 1. TRAIN PLATFORM 2. WC 3. LIFT ACCESS 4. STAIR + ESCALATOR 5. AMPHITHEATRE 6. ENTRANCE TO TRAIN STATION 7. ROUTE TO HISTORIC BUILDINGS 8. CIRCULATION SPACE 9. RETAIL + TICKET SALES

183

^ Perspective view of the public space created by the amphitheatre. Provides a tranquil sunken space complimented by a connection to water, to be protected from the road and tram above ground.

184

185

186

CHAPTER 6 Framework for the future The next step?

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TOURISM While the positive intervention in the city and the exploitation of the historic fabric may be a good starting point, it is important to question the value of any new spaces as potential â&#x20AC;&#x2DC;destinationsâ&#x20AC;&#x2122; in such areas. There is a risk that this becomes an isolated and ghettoised zone within the town in a manner not unlike the Baltimore inner harbour complex. In future research I need to take significant care to understand where sucessful case studies have got this balance right.

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FUTURE OF THE DOCKS I need to form an assessment of the actual value of the sea to the contemporary prosperity of Grimsby. In future analysis, a staged retreat from the sea and a reappraisal of its importance to the broader city could be taken. A subject for further investigation may be the controlled decline of the sprawling and partly abandoned docks.

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HERITAGE INTERVENTION

Tackling the reuse of heritage buildings such as The Ice factory could now be addressed being supported by and using the same methodology as the Masterplan scheme. This could be approached the same way in an incremental fashion, firstly creating a route underneath the building for visitors to explore it in its raw glory. The nature of the intervention means that the historic fabric remains untouched and interest is created before a proposed final use intervention is implemented - creating a precursor for responsive development.

Models exploring incremental interventions in The Ice Factory

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Model demonstrating a potential recessed route for exploring The Ice Factory

Photomontage of this route being explored inside The Ice Factory

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CONCLUSION My design proposal has set out the first phase to address the current problems within Grimsby through a combined series of design tests, consolidated by a town-wide masterplan, operated through a Transport Interchange. This directly addresses the current issues with connectivty, both physically and with regards to a loss of town identity. The reintroduction of the tramway creates linkages to spaces within the town and serves a local need, but it is only effective within the boundaries of the town. As well as a strength, the size of the interventions and design proposals could be seen as a limitation. Whilst forming an incremental response, in order to create renewed prosperity for the town, a critical mass for activity will need to be created in order that new visitors are driven into the town with a clear purpose. Grimsby needs to re-discover what its modern day product might be in order to regain its place as part of a wider interconnected network. I am keen to explore the possibility of building upon a less well known existing and relevant industry in Grimsby, the renewable energy sector and off-shore wind farms. To take this further it may now be appropriate to tackle the issues regarding the reuse of heritage buildings. I have chosen to leave this until now so as not divert focus from implementing the important groundwork required first. With the infrastructure framework now in place, any chosen intervention has greater flexibility and can be supported on a micro and macro scale. It is realistic in the case of Grimsby to see that the provision of shopping centres and new cinemas may be as important to local people as the saving of historic fishing buildings but there are other distinct and pressing local needs such as unemployment, which will not be served by overriding national planning and investment policy. Any future proposals must respect these local needs and implement them to ensure it forms a measured response.

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IMAGE FIGURE LIST Cover: composition by James Scrace Page 5: http://1.bp.blogspot.com/-G5YtjuULPtI/TcMVwdqK4gI/AAAAAAAAACk/o1Brp_WPPik/s1600/Dw_16+Derek+Grant%252C +rough+seas+on+a+trawler+PS.jpg : Retrieved 8th April 2014 Page 6&7: Image courtesy of James Scrace Page 8&9: Image courtesy of James Scrace Page 10&11: Image courtesy of James Scrace Page 15: http://www.maritimejournal.com/__data/assets/image/0006/632913/MJ-Newsletter-12-5-11-Grimsby.jpg: Retrieved 8th April 2014 Page 17: https://lh4.googleusercontent.com/-GaKasol0Eis/TXPRFPBQI2I/AAAAAAAAAEM/h4vS4j3XVWY/s1600/ welcome+to+Grimsby+sign.JPG : Retrieved 8th April 2014 Page 18: https://lh3.googleusercontent.com/-hx9vVlIbKtw/TW_7xm2NTmI/AAAAAAAAAB4/sIDh6yiqhVc/s1600/ Heritage%2BCPO1066379.jpg Retrieved 8th December 2013 Page 29: http://www.maritimejournal.com/__data/assets/image/0006/632913/MJ-Newsletter-12-5-11-Grimsby.jpg : Retrieved 8th April 2014 http://news.bbcimg.co.uk/media/images/49450000/jpg/_49450712_lincolnshire,_grimsby,_the_ice_factory-1.jpg : Retrieved 8th April 2014 http://www.grimsbytelegraph.co.uk/images/localworld/ugc-images/275785/Article/images/19249361/4934786-large.jpg : Retrieved 8th December 2013 Images courtesy of James Scrace Page 35: Image courtesy of the Grimsby and Cleethorpes history club database: https://www.facebook.com/GrimsbyCleethorpesHistory?fref=ts : Retreived April 8th 2014 Page 36: Images courtesy of the Grimsby and Cleethorpes history club database: https://www.facebook.com/GrimsbyCleethorpesHistory?fref =ts : Retreived April 8th 2014 Figure 1:http://i.thisis.co.uk/274236/binaries/trawlers-north-wall-grimsby-docks-2.jpg (Last accessed 12th January 2013) Page 38&39: Images courtesy of Digimap historic mapping database. Retrieved 8th December 2013 Page 65: Retrieved 8th April 2014 Figure 1: Edited usign data from: http://www.geocomputation.org/1998/41/gc_41.htm Figure 2: Edited using data from: http://www.theguardian.com/uk/datablog/2010/apr/23/factfile-uk-population-immigration-racemarriage Figure 3: Edited using data from: http://www.theguardian.com/business/2010/nov/16/unemployment-and-employment-statisticseconomics Page 71: http://commondatastorage.googleapis.com/static.panoramio.com/photos/original/39473205.jpg : Retrieved 8th April 2014 Page 75: http://www.economicvoice.com/wp-content/uploads/2011/10/G80C0010.jpg Page 80&81: Retrieved 8th April 2014 Figure 1: http://www.grimsbytelegraph.co.uk/images/localworld/ugc-images/275785/Article/images/19249361/4934786-large.jpg Figure 2: Image courtesy of James Scrace Figure 3: Image courtesy of James Scrace Figure 4: http://lh3.ggpht.com/_Tsx6RfRE4f8/S4z2dEo-EII/AAAAAAAADXI/4XKF8Jh9Vg0/clarence%2520flour%2520mill%2520hull %2520riverside_thumb%255B3%255D.jpg%3Fimgmax%3D800 Figure 5: Image courtesy of James Scrace Page 84&85: Images courtesy of James Scrace Page 88&89: Retrieved 8th April 2014 Figure 1: http://farm1.staticflickr.com/99/273099597_33d98df045_o.jpg Figure 2: http://www.geograph.org.uk/photo/111500 Figure 3: http://upload.wikimedia.org/wikipedia/commons/a/ae/Grimsby_Fish_dock_and_Fish_market_-_geograph.org.uk__626900.jpg Figure 4: http://www.maritimejournal.com/__data/assets/image/0006/632913/MJ-Newsletter-12-5-11-Grimsby.jpg: Retrieved 8th April 2014

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jas266@cam.ac.uk