Big City Plan Talk A Place To Talk About Birmingham’s Big City Plan

Original Document

Central areas include (among many things) high value offices and commercial uses, a varied and large retail offer, high density city centre living, leisure, tourism and cultural provision. Traditionally these were contained within the Historic Core at the heart of the city, an area mostly bounded by the Queensway.

However, the city is not static and Birmingham’s growing role as a global city will require a wider area to accommodate these central area uses. In fact, this has already been happening for some time. The Queensway has become more permeable in recent years, and in the last 10 years central area uses have expanded to the west around Brindleyplace. Arguably, this process has been going on for almost 50 years if the large scale office development in the Fiveways area is taken into account. More recently, central area functions have begun to expand to the east.

The expansion to the west in the form of Brindleyplace has been very successful and is easily walkable from New Street. The Mailbox, Baskerville House and the leisure uses along Broad Street have also expanded the city’s central area functions westwards. The iconic Bullring development to the south has made a very positive contribution towards raising the profile of Birmingham. It integrates well with the retail offer in New Street.

During the life of the plan, there will be further expansion of the central area functions beyond the historic core. The Big City Plan will be the catalyst for expanding the scale and improving the quality of these functions. The next location for central area expansion is Eastside. The Masshouse development and Millennium Point have already started this process.

There is also huge potential to improve the built environment to the south of the Historic Core, beginning with the redevelopment of New Street Station. This transformational development will be fundamental to raising the profile of Birmingham as a global city. The proposals for New Street Station will be immensely beneficial to improving the arrival experience into the city.

In addition, the Wholesale Markets are a very large site close to the heart of the city. These two big opportunities will form the basis of a major transformation to the south of the traditional Historic Core. They form two poles of growth which can be used to transform the quality of the streets, spaces and transport links in the whole of the southern part of the city centre. To get the most out of these opportunities, New Street Station and the Wholesale Markets must be considered together.

Thus although the structure of the plan is based on the defined policy areas for the sake of convenience, central area uses will expand beyond the historic core into neighbouring areas of the city centre, and in particular into Eastside, Westside and Southside. The intention is that these areas will develop vibrant distinctive characters: for example the Gay Village and Chinese Quarter in Southside, leisure uses in Westside, the learning quarter within Eastside and food and specialist functions and markets in Southside.

In reading the following sections, therefore, it is important to bear in mind that, whilst the policy areas are defined by lines drawn on a plan, the activities within the city are changing and dynamic and the central area functions will not be confined by these boundaries. An important part of the Big City Plan will be to allow for the growth and expansion of Birmingham’s central area functions.

Original Document

Birmingham transformed itself in the 1950s and 1960s from a traditional city of streets into the “motor city”. A new inner road, later named “Queensway”, was built, forming a tight concrete collar around the city’s core. Major investment took place to create new or widened radials such as the Aston Expressway and Digbeth High Street. The ring road, “Middleway” was constructed further out as a route around the wider centre. The urban design consequences of these major transport investments have already been described. Whilst the concrete collar has partly been dismantled, enough of it remains – as part of the A38 corridor – to act as a significant barrier to movement within the city centre. At the same time the expectation of easy access into the centre by motor vehicle remains as a legacy of this era.

Original Document

Firstly, there are the areas which were redeveloped as part of the Queensway construction and other highway constructions in the 1960s. Any examination of “before” and “after” pictures ¹ demonstrates graphically how many good street connections and streets lined with fine buildings were lost. The concept of the walking street was replaced with the concept of the individual building accessed by car from an engineered highway. The legacy of this era is that the walking connections between the core and the other -parts of the city centre are poor – Ludgate Hill, Newhall Street, Paradise Circus and Digbeth High Street are examples – whilst the buildings themselves fail to address the streets and provide little interest at the pedestrian scale. In some cases undeveloped sites still remain, as between Great Charles Queensway and Lionel Street.