Feasibility Study for the Industrial Area - Part 1 (PDF 5 MB)

Walker Riverside
Feasibility Study
Final Report
Colin Buchanan
in association with
Gavin Black and Partners
Wardell Armstrong
Turner and Townsend
June 2005
TRANSPORT TRAFFIC PLANNING DEVELOPMENT URBAN DESIGN ECONOMICS MARKET RESEARCH

WALKER RIVERSIDE FEASIBILTY STUDY
Project No: 91021
June 2005
Newcombe House
45 Notting Hill Gate
London W11 3PB
Telephone: 020 7309 7000
Email : london@cbuchanan.co.uk
Prepared by:
Approved by:
____________________________________________ ____________________________________________
Martina Juvara
Michael Wrigley
Status: final Issue no: 2 Date: 16 June 2005
(C) Copyright Colin Buchanan and Partners Limited. All rights reserved.
This report has been prepared for the exclusive use of the commissioning party and unless otherwise agreed in writing by Colin Buchanan and Partners Limited, no other party may copy, reproduce, distribute, make use of, or
rely on the contents of the report. No liability is accepted by Colin Buchanan and Partners Limited for any use of this report, other than for the purposes for which it was originally prepared and provided.
Opinions and information provided in this report are on the basis of Colin Buchanan and Partners Limited using due skill, care and diligence in the preparation of the same and no explicit warranty is provided as to their
accuracy. It should be noted and is expressly stated that no independent verification of any of the documents or information supplied to Colin Buchanan and Partners Limited has been made.

Section 1: Baseline Audit...............................................................
1.Introduction..................................................................... 3
2.Information Gathering and Initial Consultation................ 5
3.Property and Development:
Overview of Current Situation............................................ 9
4.Regeneration Initiatives.................................................15
5.Planning Policy Audit.....................................................19
6.Transport and Movement Audit..................................... 29
7.Urban Design Audit....................................................... 35
8.Baseline Key Issues...................................................... 43
Section 2: Strategic Options..........................................................
9.Economic Strategy......................................................... 51
10.Strategic Options......................................................... 59
Section 3: Project Packages..........................................................
11.Project Packages......................................................... 69
12.Delivery........................................................................ 95
Contents

Section 1
Baseline Audit

Fig. 1.1 - Study Area
N
A&P Tyne
Fisher Street
White Street
Station Rd
N
Shepherd Offshore
Walker Road
Duco
Wellstream
Wincomblee Road
Study area boundary
Individual site boundary
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1. Introduction
1.1 The Study
Newcastle City Council (NCC) Economic Development Division
appointed Colin Buchanan in November 2004 to carry out a
feasibility study for a Newcastle industrial area, Walker Riverside.
Specialist consultants have joined Buchanan:
- Wardell Armstrong, for desk-top investigation of ground
conditions
- Gavin Black, for property advice and financial viability
- Turner and Townsend, for project cost analysis
The objectives of the overall study were agreed through the initial
brief, our response to it and the initial project meetings. They are:
- Definition of key parameters and recommendations for the
future of the area in relation to the current offshore/marine
cluster vision.
- Improvement of the interface with the adjacent residential
area, taking into account the proposals of the Places for
People Walker Riverside Masterplan (2004).
- Revision of access arrangements to the area and, in
particular, to some poorly served sites.
- Definition of measures to strengthen the identity and image
of the area and promote local pride.
- Preparation of “packages” of urban design, infrastructure
and property improvements, which will enhance the
economic prosperity of the area.
1.2 The Report
1.2 The Area
The area covered by the study is the Newcastle Walker
Riverside, which is the 70 hectare industrial area located at the
eastern boundary of the city of Newcastle between the Tyne and
Walker Road.
The study area is a narrow strip of land running along the river on
a north/south axis and has an overall river frontage of 2.8 km.
There are major differences in level within the strip, which in
some cases (Wincomblee Road south) shelter the industrial
sites from the residential neighbourhoods. In other cases,
however, steep slopes restrict local access to sites: this is
particularly severe along White Street and east of Fisher Street.
The site is located 10 miles from Newcastle International Airport,
4 miles from Newcastle Central Railway Station, the A1(M) and
A19. The ferry terminal to Scandinavia is also a few miles
downstream, at North Shields.
The area is a Strategic Site within Competitive Newcastle, the ten
year economic development strategy launched by the City
Council in 1999.
Located in the area are a cluster of companies active in the
marine, offshore and engineering sectors. “Anchors” to the area
are three companies: Duco and Wellstream (global offshore
manufacturers) and Sheperd Offshore, a marine logistics
company who also manage the public deep water quay on behalf
of the Council.
A key site is that of A&P Tyne, which was part of the North
Tyneside shipbuilding cluster including Swan Hunter and AMEC,
and which has recently closed.
This report is the final outcome of the study and comprises the
reports of the previous stages of work. Accordingly it is
subdivided in the following main sections, which correspond to
the study main stages:
- Section 1: Baseline Assessments
- Section 2: Strategic Options
- Section 3: Project Packages
Each section is then subdivided in chapters, according to
different topics.
Associated reports are the Ground Condition Report, as part of
Stage 2 of the study, produced by Wardell Armstrong, the Cost
Estimates for the project packages (produced by Turner &
Townsend and summarised in Section 3) and a Colin Buchanan
report on the feasibility of transferring freight traffic on Fossway,
which informed the Strategic Options.
Walker Riverside Feasibility Study Section 1 - p. 3

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2. Information
Gathering and Initial
Consultation
Walker Riverside Feasibility Study
Section 1 - p. 5

2. Consultation Meetings
As part of the information gathering stage, a series of meetings
were held with Council officers, local businesses and
organisations active in the regeneration of the area. A brief
summary of the outcomes is included in this section, while the
body of information has been incorporated in the relevant audits.
2.1 Council Officers
The following officers from Newcastle City Council had a
continuous input in the progress of the study:
- Brian Leay – Strategic Property Manager, Economic
Development Division
- Mick Firth - Group Manager (Dev. Planning), Planning and
Transportation Division
- Liz Bray – Landscape and Ecology Officer, Planning and
Transportation Division
- Peter Aviston - Area Director (East), Regeneration
Directorate
- Anne Tavernor - Senoir Transportation Officer, Planning &
Transportation Division
- Derek Ord - Highways
- Brian Kingham - Highways
- Bryan Mullan - Highways
A summary of the issues from the discussions and related to the
area is provided below.
Port and Employment Issues
Substantial investment in enhancement works to the port area
has recently been completed. The port is a strategic resource
which represents one of the few facilities in Newcastle (and the
north east) capable of accommodating substantial port uses.
Within the remainder of the industrial Walker Riverside there is
opportunity to accommodate additional employment and
business growth. There is also opportunity to facilitate the
relocation of existing employers in Newcastle to Walker. This
will create new jobs in the area, and ensure jobs are retained in
Newcastle. Such development will enable vacated sites to be
redeveloped, either as employment or as other uses.
If parts of the Walker Riverside site are developed as B1 (and
also possibly B2 and B8 uses), which are higher value uses, then
there is a danger that traditional marine/ offshore uses will be
gradually pushed out. Policy may, therefore, need to protect land
uses. It should be observed that the land available with access
to port facilities is limited.
The opportunity for non-employment uses on the site, such as
leisure or residential, is considered to be limited. Some retail
facilities to serve day to day eating needs could, however, be
accommodated. Public access to the water is included in the
Places for People Master Plan (see Chapter 4) but there are
concerns about safety of visitors and thecreation of spaces that
are difficult to defend and about retention of riverside industrial
activity .
The provision of a new technical or training facility on Walker
Riverside is planned to upskill residents in Walker and elsewhere
in Newcastle and to ensure that any job opportunities could be
accessed by local people. Notably there is a lack, within the
younger generation, of traditional marine construction and port
skills, related to the offshore industry. Such a facility could also
promote inward investment and job creation, if training schemes
can be linked to new (or potential) employer requirements. Also
it is important that training courses should be closely linked to
the development strategy for the area and thus reflect long term
employment aims.
The Interface with the Regenerating Neighbourhood
There is support for the Places for People regeneration
programme for residential Walker (Draft for Consultation January
2004 - see Chapter 4) and there is a need to identify cross
benefits and integration opportunities between the industrial area
and the neighbourhood.
Some proposals might generate conflicts and need careful
management. These include the Cambrian estate redevelopment
(the first step in the regeneration programme, and thus very
important to create confidence), which could create difficulties for
heavy traffic movement on Malaya Drive, the proposed
“boulevarding” of Station Road/ Walker Road and the creation of a
western gateway at the northern end of Station Road. Particular
consideration needs to be given to the future of the scrap yards,
which clearly constitute a bad neighbour for the regenerating
neighbourhood but are nevertheless viable businesses.
There is support for the concept of a training facility as interface
between the residents and the employers of the industrial estate.
Highways and Transport
The A186 Station Road/Bath Street forms a route of strategic
importance. Any significant downgrading of this route, to a
primarily residential road (as suggested by the Places for People
Master Plan), would require de-classification from a primary route
and reallocation of the designated freight route to Fossway.
The A187 Fossway has less residential frontage than the A186
and could theoretically carry a higher proportion of HGVs.
However, this has been found to create significant disbenefits to
Fossway and it would, also, be very difficult to discourage HGVs
from using the A186 without appropriate physical measures. A
compromise solution is likely to be the only viable option. Further
investigation of the viability of Fossway as a freight route is
provided in a separate report.
Due to a high accident rate, a road safety scheme was
implemented along Walker Road in 2002, including traffic
management measures and improved pedestrian facilities.
There is a need for improved linkage between the study area and
the National Cycle Route 72.
Other Issues
Other issues include the need to preserve the ecological
resources of the industrial estate, the potential to further exploit
the cultural, historic and industrial heritage of the area, the
provision of woodland areas and the opportunity to create better
amenities for the workers. The poor identity of the area (including
poor signage, clutter and derelict fencing) was a particular issue
on which the Council would like to see improvements.
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2.2 Regeneration and Community
Organisations
Meetings were held with the following:
- Anne Mulroy – Places for People
- Nicola Woodward – Llewelyn-Davies, project manager of
the Places for People Master Plan
- Inspector Peter Fay – Northumbria Police, Community
Liaison Officer for the area
The meetings provided an understanding of the regeneration
programme for the area, both in terms of proposals and in terms
of potential phasing. Key issues of relevance are:
- the importance of providing a new environment for the main
spine through Walker, through the densification and
improvement of Walker Road, and the consequent
improved management of heavy lorry traffic;
- the aspiration for radical change in the Church Walk area,
with new housing, limited retail and a broad range of mixed
use as interface with the industrial area, with limited lorry
traffic (currently mainly generated by the scrap yards and
Territorial Army);
- the changes in the educational facilities in the area and
the desire for a training facility in ship building and marine
engineering , possibly on Neptune Yard.
Jointly with the Pathfinder Programme, a Community Safety
Team was set up in October 2004 and a strategy for crime
prevention is being prepared. However, overall crime levels in the
area are in sharp decline, for burglary, car crime, drugs and Anti
Social Behaviour. This is possibly due to the increased security
of industrial premises and open spaces (CCTV and security
guards). There are no recently reported assaults or other violent
crimes in the industrial area and on Hadrian’s Way, despite its
isolation. It is possible, however, that this is due to low usage
due to fear of crime. The main concern of the Community Safety
Team is the management of the housing renewal period, when
dwellings are progressively emptied and demolished prior to
reconstruction. Training facilities and rise in local employment is
seen as very beneficial for the future safety and stability of the
area.
2.3 Businesses
Meeting were held with with a sample of businesses in the area,
as follows:
- The Business Club Meeting (December 2004)
- Andrew McFarlane – Blackett Charlton
- Peter Curry – Dickie Formet
- Neil Morrow – Duco Ltd.
- Peter Fraser – Fraser Hydraulic Power Ltd.
- David Mitten – Houghton International
- Philip Kenney – Jebb Metals (Newcastle Ltd)
- Stewart Wild – NIM Engineering Ltd.
- Bruce Shepherd – Shepherd Offshore
As a result of the interviews, it was concluded that, by and large,
the active businesses have a positive outlook, with forecasts of
moderate to strong growth. This poses for many the problem of
expanding the premises without moving. It was also apparent that
many businesses in the marine/ offshore sector have some
degree of interaction and that the main “anchor” companies,
Duco and Wellstream, are indispensable for the prosperity of the
area. For these, the presence of the quay and the services of
Shepherd Offshore are necessary requirements. The quay, and
the way it is managed, however, does not appear to provide
business advantages to the smaller companies, mainly because
of cost.
The area, therefore, seems to be operating as a cluster, even if
there is no proactive management and marketing strictly in the
offshore/ marine sector.
The overwhelming concern of the businesses appear to be
access and movement within the area, and many pointed out
inappropriate traffic management measures, particularly on
Fisher Street. Parking for staff was also a concern, as most
yards are not spacious enough to accommodate both car parking
and lorry movement.
A secondary concern was the image of the area, particularly
because it does not reflect the international role, and high
technology, of the companies located there. Crime was not a
concern beyond the financial burden of maintaining an
appropriate security system.
There was general support for the programme of improvements for
residential Walker, partly seen as an improvement of the image of
the Walker Riverside, and partly because there is a small but
significant percentage of local employees.
The potential provision of local training facilities is seen as a
positive move by most of the medium and small companies (the
large ones provide in house training), as long as there is close
attention to the actual needs f the local companies, rather than
the provision of standard technical training.
A table summarising the responses is shown overleaf.
Walker Riverside Feasibility Study Section 1 - p. 7

Fig. 2.1 - Business Interviews Summary
Global company 1
Global company 2
Marine medium 1
Marine medium 2
Marine medium 3
Non marine medium
Marine small
Non marine small
Outlook
Ability to expand
locally
N/A
N/A
Locational advantages
Interaction with local
businesses
Quay
Local workforce
Council support
Local colleges
Training
Future on site facility
In house training/
apprentiship
Access to area
Access to site
Yard size/ parking
Issues
Public transport
Neighbouring yards
quality
Quality of residential
area
Cost of safety
Crime
Very positive
Positive
Indifferent
Negative
Very negative
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3. Property and
Development: Overview
of Current Situation
Walker Riverside Feasibility Study
Section 1 - p. 9

3. Property and
Development: Overview of
Current Situation
An analysis of property supply and market trends is outside the
scope of this study. The following overview, providing background
information, is based on the March 2003 Walker Riverside –
Supply and Demand Study, updated by the information provided
by the businesses interviewed as part of the information gathering
stage (see Chapter 2).
A strategic assessment of the potential future position of Walker
Riverside is included, in addition, in Section 2 of this report, to
provide a foundation to the development of strategic options for
the the area.
3.1 Summary Market Outlook
The Walker Riverside has the ambition of developing as a cluster
of marine and offshore industries (see Chapter 5, Planning Policy
Audit). This sector of the industrial market is a global one, with
very strong competition, with countries that can manufacture
products cheaper (the Far East for instance) winning large
portions of the market share.
Moreover, traditional, labour intensive sectors (shipbuilding, oil
and gas production) are in long term decline, with virtually only
MOD commissions still available in the UK. Other newer, and
knowledge intensive, industries in the offshore and renewable
sectors are, however, still growing.
- Shipbuilding: Japan, South Korea and China share around
76% of the global market, while the EU captures about
10%, particularly in high value/ small scale production. Of
this the UK has only around a (progressively decreasing)
1%. The sector, however, is a major employer (approx.
423,000 jobs in 2002, including the Royal Navy, compared
for example with 297,000 jobs in agriculture).
- Offshore oil and gas: despite the fact that the UK is a
major gas and oil producer, there is a marked downward
trend. Oil rig construction has virtually halted and has been
supplanted by floating platforms. The sector supports
104,000 jobs directly and 161,000 indirectly (2002 data).
- Renewable energy: it is a small proportion of the energy
market (around 3% in the UK), but an expanding one.
Europe is the main market for renewable energy and the
UK Government has a target of 10.4% energy supplied by
renewables by 2010/11. It is likely that UK production
growth will concentrate on offshore sites.
- Subsea cabling and technologies: fabrication of umbilicals,
subsea piping, cables and other floorlines is global, with a
limited number of companies with plants all over the world.
The sector is much specialised and rapidly growing. There
is a risk, however, of sudden over supply as happened with
the collapse of subsea telecommunication cabling in 2000.
3.2 Competitiveness of Walker Riverside
Walker Riverside is predominantly occupied by companies of the
marine/offshore-related sector. The key industries of the sector
have global operations and could advantageously locate in many
other areas in the world.
Tyneside, however, has a cluster of such industries and is one of
the strongest of the UK. As such, it enjoys policy support.
In the UK, competition is limited to few areas:
- Teesside, mainly associated with Corus and
petrochemical/ chemical industries and Teesport, a
substantial container and bulk good terminal;
- the Clyde, serving essentially BAE Systems shipbuilding;
- Aberdeen, serving the oil and gas industries, but also
developing in research, design and development in two
Technology Parks;
- Belfast, where the main yard, Harland and Wolff employs
less than 500 people;
- Portsmouth and Southampton, with storng connections
with the Ministry of Defence, but increasingly diversifying
into electronics, mechanical engineering and research; the
Regional Development Agency (SEEDA) has encouraged
the creation of knowledge intensive enterprise hubs on the
South Coast;
- Limited marine sector industries at the Firth of Forth,
Barrow on Furness, Mersey.
The main advantage of the Walker Riverside is its long history of
marine and offshore industry, which is part of the Tyneside cluster
and recognised by strategic policy. There is also an established
image and working tradition. Other more specific advantages
identified by the 2003 Property Study and through the interviews
with local businesses are:
- The availability of a 1000m long deep water quay, with
heavy lifting capacity, which is an essential requirement for
the large companies;
- The presence of Duco and Wellstream, which generate a
sizeable demand of supplies from other local
manufacturers;
- The presence of complementary and competing industries
and the “cluster effect”;
- The relatively good strategic accessibility;
- The availability of sites capable of accommodating
significantly sized businesses;
- The availability of skilled workforce within the Region (not
always locally); and, very importantly,
- The availability of grants and incentives in some instances,
which counterbalanced the otherwise relative expensive
accommodation.
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Fig. 3.1 - Industry Type
N
Marine/ offshore industries
Marine/ offshore vacant/underutilised sites
Non industrial uses
Potential change to non industrial
Walker Riverside Feasibility Study
Section 1 - p. 11

The key limitation of the area appears to be the lack of specific
support at the regional level (One NorthEast, Regional
Development Agency) and the wavering promotion of the marine/
offshore cluster concept:
- lack of active marketing;
- poor high level investment in enterprise, research and
development and incubator poles, for example, by
comparison with other UK areas.
The effect appears to be that of not adding value to the industries
of the sector that are located in Walker. The practice, however,
equally unfavourable to industries of different sectors that are
located in the area and feel their businesses are not valued.
Other disadvantages of the area are its poor local accessibility,
the topographical constraints, the restricted yards, and the poor
physical image of the core area.
3.3 Current Property Situation
site, which came on the market during the study, with a further
6.8 ha (16.8 acres) whose leases expire on or before 2011. There
is a concentration of available or potentially available land in the
central part of the study area, where constraints (topography,
access, different aspirations of the residents) are more acute.
The availability of sites opens up the opportunity of upgrading
parts of the area, improving the infrastructure (particularly
access), and of reviewing land use / occupation policies.
3.4 Site Marketing
The City Council directly manages and markets the industrial
Walker Riverside. The area is easily identified through a web
search, in the Competitive Newcastle website, where appropriate
contact details are given. Similar contacts are provided on site,
on signposts. The area is well known in the industrybecause of
its shipbuilding tradition.
The City Council is freehold owners of approximately 75% of the
overall area, which is largely let out and subject to ground leases.
The City Council, thus, has a degree of control over the area,
particularly where the leases are about to expire.
The March 2003 Supply and Demand Study descibed around
50% of the premises as“pre World War 2”, and less than 30% as
“Modern”. The proportion has slightly changed, with a few more
premises recently developed and a few older ones cleared and
demolished (see Fig. 3.3).
Rental levels are in line with those achieved in other industrial
locations across Tyne & Wear. However some units on Fisher
Street achieve lower rents, and one recent scheme (UK Land)
struggled to find tenants and none of its occupiers has
associations with the marine/ offshore sector.
From the site visits, however, it is evident that there is a good
proportion of active and growing industries in the Walker
Riverside:
- Duco and Wellstream are growing businesses;
- Most medium and small sized industries of the sector have
recently weathered a contraction and are now forecasting
expansion within their premises or within the area itself;
- The companies most closely linked with shipbuilding are
experiencing a decline in activity and have reduced the
number of staff. They are, however, preparing themselves
for future diversification.
- Most recently built units are fully occupied, even if taken
up by businesses not related to the marine and offshore
sector.
Nevertheless, it is a time of change in the Walker Riverside: in
2002 (prior to the suspension of work at A&P Tyne) 45% of
businesses and 83% of the land had associations with the
marine/offshore sector. This proportion might change according to
the future of the Neptune Yard and the A&P site (see Fig. 3.1).
There is no high level marketing strategy at the international,
national and regional levels. The Regional Development Agency,
One NorthEast, has not included Walker Riverside on North
Tyneside within its priority commercial areas (see Chapter 5).
The Regional Economic Strategy refers to the Renewable Energy
Centre for Excellence in Blyth and the AMEC offshore industry
Visitor Centre. Closer links with these initiatives could be
developed for more effective marketing of the Walker Riverside.
3.5 Likely Demand
Manufacturing and shipbuilding are in decline in Tyneside. Many
areas close to the city centre have been recently successfully
converted into residential or leisure/ cultural areas.
There are still large areas of the Tyneside River Corridor that are
available for industrial development. The Property Supply and
Demand Study had identified approximately 60 ha of available
land on the north bank and 23 ha in the south bank (2002). This
figure is likely to increase if the whole of A&P Tyne, Swan Hunter
and AMEC sites came to the market.
It also has to be remembered that the marine/ offshore sector is
a global operation, and as such, there is a global choice of
potential sites.
Incentives and political support are likely to be required to attract
either substantial marine work in the existing yards or another
global player of the scale of Duco or Wellstream to Walker
Riverside. In this event, the established and well knit fabric of
related industries of the area would be sufficient to generate
momentum for the concept of cluster to come to life again.
Clear branding, marketing and infrastructure investments are
likely to be required, particularly given the long term weakness of
shipbuilding activities in the area and the need to refocus the
sector (see Section 2).
There are large vacant sites, a number of smaller ones, and
some of the leases are about to expire (see Fig. 3.2). Vacant
land amounts to a total of 24 ha (59 acres), including the A&P
12 Colin Buchanan

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Fig. 3.2 - Site availability
N
Vacant land
Leases expiring on or before 2011
Other sites for potential change
Council freehold
Freehold others
Walker Riverside Feasibility Study
Section 1 - p. 13

Fig. 3.3 - Building types
N
Recent buildings
Post war buildings
Older premises
14 Colin Buchanan

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4. Regeneration
Initiatives
Walker Riverside Feasibility Study
Section 1 - p. 15

4. Regeneration Initiatives
There are a number of regeneration initiatives, and strategies,
that are relevant to the study area. They are described below.
4.1 Walker Riverside Draft Master Plan
(Places for People/Llewelyn Davies, 2004)
This document is also known (and referred to elsewhere in this
report) as the Places for People Master Plan. It is one of six
Regeneration Area Plans identified by Newcastle City Council.
The draft master plan submitted to the City Council by it its
regeneration partner, Places for People, covers a large part of the
East End of Newcastle and includes this study area. The master
plan is one of a suite of documents including the Statement of
Community Involvement, The Case for Change and a Design
Code. The draft master plan is currently proceeding through the
Statutory Planning Process and will become, subject to the
preferred option process, the basis for the Area Action Plan for
Walker Riverside.
A Walker Riverside Board has been established with
representation from Newcastle City Council, Places for People,
Bridging NewcastleGateshead, English Partnerships, One North
East, Chamber of Commerce and the local community. This
Board will oversee the implementation of the regeneration plan for
Walker Riverside.
The northern boundary of the master plan area is defined by
Welbeck Road and a straight extension of the road down to the
Tyne towards Low Walker. The northern riverside of the Tyne up
to the residential development of St. Peter’s forms the southern
boundary.
The overarching approach of the Draft Master Plan is driven by
the following principles: “To make Walker more sustainable in
every sense: environmentally, economically and socially” and
“Staying ahead of the game” (i.e. building new before any major
demolition takes place).
As a priority the Draft Master Plan addresses issues and
proposes change connected with the housing stock and
community facilities, together with open space and public
transport provision. The key proposals to regenerate the area are
as follows:
- 2,500 new homes over a period of 15 years and located in
a belt between Walker Road and the River Tyne, starting
with Cambrian development and Pottery Bank.
- The Cambrian development (awarded “Minded to Grant”
status in December 2004) is the first step of the
implementation of the master plan, and very important to
increase confidence in the area.
- Community and retail cores with a range of services: in the
west around the junction of Walker Road/Pottery Bank and
in the east at Church Walk.
- A network of enhanced open spaces, including Walker
Riverside Park, Walker and Harbottle Park, Hadrian’s Way,
Allotments Gardens and Green Fingers connecting the
considerable quantity of existing scattered open spaces.
- A range of proposals targeting a considerable enhanced
public transport provision and street enhancement
schemes including a tram linking the area with the Metro
network (subsequntly abandoned on financial grounds), the
transformation of Walker Road into an attractive boulevard
and the consequent designation of a preferred freight route
entering the industrial area from Fisher Street/ Low Walker.
It is expected that that the proposed enhancements will
contribute to a better quality of life for the neighbourhood and
improve the overall image of Walker as place to live and work. In
this respect, the delivery of the Places for People Plan would
have indirect benefits for the industrial area (improved urban
setting, better quality of local life, social stability, improved local
schools and public transport, etc.), which could help supporting
its long term prosperity.
However, as the Places for People Master Plan also comprises
approximately two thirds of the Walker Riverside industrial area,
it also makes suggestions for change that will directly affect the
businesses located alongside the river:
- Designation of mixed uses (business, industry, retail,
residential and leisure) in the central part of the industrial
area
- The identification of Walker Road as a key public transport
route and urban corridor
- The restriction of heavy lorry traffic to the Fisher Street /
Fossway route
- The proposals of introducing public access to the river
through green links and fingers in the south and the central
part of the area
- The creation of landmark building at the southern edge of
the area.
These proposals reflect an aspiration of better integration
between residential and industrial area and a future of
modernisation and diversification of the overall business portfolio
in the area, which was not tested in terms of long term viability.
4.2 Newcastle Plan (2004) and Outer East Area
Regeneration Plan (Draft Version 1.7 – 2003)
These two documents set the scene for the Places for People
Master Plan.
The Newcastle Plan is the joint document containing the
Community Strategy and the Neighbourhood Renewable Strategy
and sets the agenda for improving the most deprived areas of the
city and guide the allocation of over £13m of Neighbourhood
Renewal Fund.
The Outer East Area Regeneration Plan is one of three
regeneration plans for the East End of the city.
Both Plans recognise the industrial Walker Riverside as a
strategic site for employment in the engineering, marine, offshore
and renewables sector.
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The Outer East Area Regeneration Plan describes the current
strategy as “…being formulated to increase the amount of
development land available and to encourage the development in
conjunction with the private sector of new accommodation in
support of the supply chain and clustering companies…”. It
proposes an increase of 1,000 to 1,500 new engineering jobs by
2020 as well as new 28.000 sqm of floorspace by 2010 for
industrial Walker.
The plan also proposes the following:
- Selective purchase of sites and buildings to assemble and
create opportunities for new development on brownfield
land;
- Site preparation works to encourage potential investors
e.g. at Neptune Yard;
- Environmental and security works to improve the overall
security and physical appearance of the area. This
includes a heritage site between Malaya Drive and White
Road/ Walker Road junction;
- Conversion of Wincomblee Workshops to offices and a car
park;
- Supporting private sector partnerships in creating
floorspace targeted at the sector e.g. development at Top
Sheds (500 sqm);
- Developing skills training requirements in conjunction with
the major employers, colleges and other organisations;
and
- Develop a web site and a marketing tool for companies
engaged in the sector (Tyne Offshore Suppliers).
4.3 TyneWear Partnership – the sub-regional
level
The TyneWear Partnership is responsible for implementing the
Single Programme (and European programmes) of the Tyne and
Wear sub-region, the metropolitan heart of the economy of the
north east. The Partnership includes key representatives from the
private, voluntary, community and public sector.
The Partnership has aimed for a distinctive sub-regional response
to the ONE North East Regional Economic Strategy (RES) on
the base of the findings of the Tyne and Wear Economic Strategy
(TWES).
Schedule B of the Delivery Plan 2004/2005 indicates that there
are £650.000 approved for a scheme labelled as Walker Riverside
Offshore Scheme.
Walker Riverside Feasibility Study Section 1 - p. 17

Fig. 4.1 - Places for People Plan proposals affecting the study area
N
Church Walk local centre
Residential redevelopment
Redevelopment/ new attractive frontage
Mixed use area
Boulevard
Green fingers
Gateway feature
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5. Planning Policy
Audit
Walker Riverside Feasibility Study
Section 1 - p. 19

5. Planning Policy Audit
This section will identify the strategic significance of the area, the
development strategy and the regional context by reviewing
Regional Planning Guidance for the North East and the Regional
Economic Strategy for the North East; and provide a local
context and site specific policy, by reviewing the Unitary
Development Plan for Newcastle, the Local Economic
Development Strategy and other related documents.
5.1 Strategic Planning
Strategic planning policies promote the development of a
knowledge based economy, particularly for engineering and
manufacturing. They support the establishment of clusters,
including for offshore and marine industries. They do not,
however, identify or promote the Walker Riverside area in any
particular way.
Moreover they note the overprovision of employment land and
seek de-allocation of employment sites, except where there is a
realistic potential of port related activity.
5.1.1 Regional Spatial Strategy for the North
East – RSS 1 (2002)
The Regional Spatial Strategy (RSS) for the North East was
adopted in 2002 and provides a spatial strategy for the North
East up to 2021. The RSS is now under review and a
consultation draft was published in November 2004. A summary
of both Plans is provided below, including the Plan’s strategy
along with policies that affect the Walker River side.
The locational strategy identifies the following priority areas for
growth:
- Majority of new development should be located within the
built up areas of the Tyne, Wear and Tees Conurbations;
- A significant but smaller scale developments in Hartlepool,
Darlington, and the main towns serving other regeneration
areas; and
- Enhance the role of market towns and other main rural
centres.
Employment Strategy
The strategy aims to facilitate an economic renaissance by
encouraging inward investment opportunities, the development of
Small/Medium Enterprises (SME’s) and the growth of indigenous
businesses. This will be promoted by providing good quality
employment and business sites to meet the needs of
businesses.
The Strategy notes that there is an overprovision of employment
land in the region and therefore a Regional Employment land
survey is being conducted. However, an additional strategic
employment site in the broad location of north of Sunderland is
identified.
Cluster development is also being promoted in the region. One
NorthEast, the Regional Development Agency is promoting the
following clusters (two of which could be relevant to the study
area, indicated by *):
- Automotive;
- Bio-sciences;
- Chemicals;
- Electronics;
- Environmental industries*;
- Food and drink;
- Multi-media;
- Offshore/marine/high value added engineering including
energy*;
- Rural clusters; and
- Tourism and cultural industries.
Sites adjacent to ports and deep water passages are quoted as
being assets in the RSS and should be protected where they
have a realistic potential of port related purposes.
Housing Strategy
Housing provision for the North East Region is set at 5,050
dwellings per annum for the period 2002-2006 (350 per annum for
Newcastle Upon Tyne) to reflect the RSS strategy of economic
renaissance, reversing out-migration and stabilising population.
An early review is required to reconsider this allocation due to the
problems of low demand and abandonment in the region.
Specific Policy
The following policies are pertinent to the Walker Riverside Area
and its development:
Employment
The policies below support the renewal and the development of
the Walker Riverside area as an existing employment area and
promote cluster development.
- Policy EL3 promotes the renewal and modernising of
existing employment areas through development plans and
other strategies.
- Policy EL5 promotes the creation and expansion of
innovative business cluster areas. Development Plans
should ensure that sites are well related to other
development, accessible by a means of transport, priority
is given to brown field sites, sites should make use of
successful existing employment areas in the locality and
the creation of necessary physical infrastructure and
support networks.
- Policy EL7 safeguards development sites adjacent to
existing ports for industries and port related services that
would benefit from these locations.
Environment
The Walker Riverside area contains a number of environmental
assets, particularly as it contains open space designations, a
Site of Local Conservation Interest (SLCI), and is adjacent to the
River Tyne, which provides an important habitat for wildlife.
- Policy ENV5 regarding biodiversity states that
development plans and other strategies should aim to
maintain and increase biodiversity.
- Policy ENV10 on open space resists the unnecessary
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development on open space.
- Policy ENV14 regarding the historic landscape seeks to
preserve, in situ, Scheduled Ancient Monuments.
- Policy ENV15 designates Hadrian’s Wall as a world
heritage site and aims to protect the setting of the site
from inappropriate development.
Transport
The Walker Riverside Area contains a deep water facilities and
therefore the following policy supports the protection of such
sites.
- Policy T16 promotes the safeguarding of sites adjacent to
ports for associated development.
Energy
identified for restricted employment uses. It is likely that this
provision will not be developed in its entirety by 2021. The plan
identifies that Newcastle should allocate up to 165ha of
employment land, including;
- 25ha general employment land;
- 10ha of mixed use allocation; and
- 130ha of prestige employment sites.
Even with the likely predicted increase in land requirements,
there remains an oversupply in Northumberland, County Durham
and Tees Valley. However, a potential shortfall is identified in Tyne
and Wear.
Prestigious employment sites are identified within policy 21, and
do not include Walker Riverside. The policy designates the
following sites:
The RSS supports the development off-shore wind clusters which
is reflected in the policy below and supporting paragraphs.
- Policy EN2 on renewable energy states that development
plans and other strategies should identify the general
locations of Strategic Wind Resource Areas, including offshore
locations.
5.1.2 Regional Spatial Strategy for the North
East – Consultation Draft - RSS 1 (2004)
The RSS consultation draft was published in November 2004 and
will replace the existing RSS (2002). The policies of the plan
have an end date of 2021, however, some policies will guide
development over a longer period. The strategy aims to reduce
the economic and social disparities between the North East and
other regions, by moving towards a more knowledge based
economy and regenerating areas that have experienced high
levels of socio-economic deprivation, urban dereliction and low
demand.
The locational strategy for the North East is based on ‘the two
city regions concept - the Tyne and Wear and Tees Valley. The
RSS supports the development of these city regions in
conjunction with developing vibrant rural areas (i.e. market towns
and rural service centres).
Employment Strategy
The strategy builds upon the Regional Economic Strategy for the
Region, by supporting the continued restructuring of the economy
to capture the growth potential of new innovative industries such
as the renewable energy sector and the service and information
technology sector. At present, the economy of the region is
changing with more emphasis on the service sector, knowledge
based industries and closer links between universities and
businesses. Employment in manufacturing is expected to
decline. However, the Strategy stresses that it remains an
important sector for the regions economy and provision should be
made for further developments within this sector.
Following the Regional Employment Land Survey and Local Plan
reviews, a number of sites designated for employment purposes
have been de-allocated, however, there still remains provision for
approximately 2,700 ha, which also takes into account sites
- West Hartford, Cramlington - This site is being marketed
as a Bioscience Park, and comprises of 55ha of land with
good transport accessibility.
- Newcastle Great Park - Location for digital based
businesses, with a focus on innovation and
entrepreneurship, providing incubator units for start-up
firms and facilities for technology transfer, financial and
management support.
- Newburn Riverside, Newcastle - Located on the north side
of the River Tyne which has planning permission for B1, B2
and B8 uses.
- North of Sunderland - The site could potentially cross 3
local authorities including Sunderland, Gateshead and
South Tyneside. It will provide land for regionally
significant emerging growth sectors and could support
cluster/campus developments to support knowledge based
industries.
- Knowledge Campus, Baltic Business Park Gateshead -
This is an international centre, providing workspaces,
technology based products and on-line services to the
global product development community.
- North East Technology Park, Sedgefield - Conceived as a
regional centre for technology transfer.
- Wynard Business Park – being developed for business
purposes, including electronics’ and high tech sectors.
Sites adjacent to ports and deep water passages are considered
assets and should be protected where they have a realistic
potential of port related purposes.
In terms of the renewable energy, on -shore wind schemes are
being promoted in certain locations within Policy 44, that have
the least environmental impact. With regards proposals for
offshore wind developments along the North East , the strategy
supports their development in principle, subject to local
assessment. The RSS also stresses that it is unlikely that
further commercial offshore wind site/wave energy generation will
come forward in the region before 2010, other than those already
committed. It is also too early to consider the potential for future
deep water offshore wind developments, although this will be
reviewed in subsequent RSS reviews.
Walker Riverside Feasibility Study Section 1 - p. 21

Housing Strategy
Housing provision for the North East Region is set at 6,505
dwellings per annum for the period 2004-2021 which corresponds
to the provision of 790 dwellings per annum for Newcastle (350 in
the previous strategy). New housing and improvements to
existing stock is required to meet aspirations for better housing
and to attract high skilled entrepreneurials. The increase
provision will provide for improvement or replacement of dwellings
concurrently with increasing dwelling stock which has been
influenced by Housing Market Restructuring and economic,
demographic and housing model projections.
Specific Policy
The following policies are pertinent to the Walker Riverside Area
and its development:
Employment
- Policy 15 regarding sustainable economic development
promotes the majority of new economic development and
investment in the main towns of the Tyne and Wear and
Tees valley city region. Economic development proposal
should prioritise the renewal and reuse of previously
development land and buildings within towns and city
centres and established industrial and commercial
estates.
Environment
- Policy 13 designates Hadrian’s Wall as a World Heritage
Site. Plans and strategies should incorporate the
principles of the Hadrian’s Wall Management Plan and
seek to maintain and enhance the quality, diversity and
local distinctiveness of landscape character and seek to
preserve in situ, Scheduled Ancient Monuments.
- Policy 36 seeks to conserve and enhance the historic
environment of the region.
- Policy 37 states that strategies, plans and programmes
should ensure the region’s ecological and geological
resources are protected and enhanced to return key
biodiversity levels to viable levels.
- Policy 38 states that strategies, plans and programmes
should ensure that any development along river corridors
takes account of pollution, flooding and climate change
and the necessary mitigation measures incorporated into
schemes.
Energy
- Policy 43 on planning for renewable energy states that
development plans and other strategies should support and
encourage renewable energy proposals and identify
resources.
5.1.3Regional Economic Strategy (2002)
The Regional Economic Strategy (RES) for the North East was
published in 2000 by One NorthEast - the Regional Development
Agency. The RES identifies the need to develop a knowledge
based economy, raise aspirations, develop a skilled workforce,
build an enterprise culture and raise employment rates.
The strategy identifies six interlinked strategic objectives, which
are as follows:
- Create wealth and raising productivity of all businesses
and to support the success of globally competitive
clusters.
- Establishing a new entrepreneurial culture to strengthen
wealth creating capacity. The strategy aims to encourage
new firms by creating an integrated business support unit.
- Creating a healthy labour market, supported by a skilled
workforce by improving basic skills of adults and raising
young peoples achievement level.
- Recognising universities and colleges are at the heart of
the region’s economy. It is anticipated that research and
technology will be strengthened.
- Meet twenty-first century transport, communication and
property needs to meet expectations of global companies
and to make sites attractive to new companies.
- Realising the renaissance of rural and urban communities.
One of the key priorities of the strategy is to develop key
business clusters and collaborative networks. This is linked to
the region’s research and development strengths fostered in the
universities and individual firms. It defines ‘clusters’ as a
concentration of competing, collaborating or independent
companies or institutions connected to one another by market or
non-market links. This approach links learning and employment
opportunities together with the possibility of improved
environments and accessibility.
Clusters that are being promoted in the region include
automotive, base chemicals, bioscience, clothing and textiles,
creative industries, defence and precision engineering, digital,
electronics, environmental industries, food and drink,
nanotechnology, offshore, pharmaceuticals and speciality
chemicals and tourism. With regards to offshore clusters, a
business plan is in hand and is being developed in the context of
the new Renewable Energy Centre of Excellence, in Blyth,
Northumberland. The region is working with research and
development specialists in Michigan State and in Denmark to
provide research into wind turbine development. The strategy
also identifies the Shell Bonga project which is a contract to refit
the Hull of Bonga (floating production and storage vessel for the
Nigerian offshore oil and gas industry) at the AMEC yard in
Wallsend, Newcastle. AMEC, in conjunction with One NorthEast,
the DTI and Trade Partners UK are creating a national visitor
centre that will identify the national and regional strengths of the
offshore industry.
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5.2 Local Policy Context
5.2.1Newcastle Unitary Development Plan (1998)
The Newcastle Unitary Development Plan (UDP) was adopted in
January 1998 and covers the period up to 2006. The review of the
UDP is about to commence and will involve its replacement with
a Local Development Framework (LDF). A Key Issues Report
was published in March 2004 to gain initial comments and
feedback on areas where significant changes of policy or new
issues that have arisen.
Policies in the UDP clearly support the retention of Walker
Riverside for employment uses and specifically support the
regeneration of the wider area.
Employment
With regards to economic development and employment, the
UDP states that economic revitalisation requires the economy to
diversify into new sectors of employment, securing inward
investment, retaining and providing for the expansion of existing
businesses and assisting new business formation
Newcastle is dominated by the service sector and this will
continue in the foreseeable future. However, the need to expand
employment in manufacturing will create a broader economic
base. The UDP states that existing industrial areas which are
well located and close to areas of high unemployment are
valuable and will contribute to the range and choice of economic
development opportunities.
Housing Strategy
Land is allocated to allow for 10,000 dwellings to provide the
number, range and choice of dwellings during the plan period
1988-2006 (556 per year) and stabilise the population.
Site Specific Policies
Employment
The study area is defined within the adopted UDP for the
retention of industrial uses (ED3.1). The southern end of the
study area is identified as an area of economic development
(ED1.1), while the north of the study area is marked as an area
for industrial and commercial improvement (See Fig. 5.1). The
following strategic and local policies apply:
Policy No
Employment
ED1
ED1.1
ED3
ED3.1
ED04
ED4.1
Policy Text
Sufficient land will be provided to allow a range and choice of sites and
opportunities by size, location and quality which can secure economic and
employment growth for the benefit of the city and the region.
Land is allocated for the following economic development uses in accordance with
Policy ED1.
Format: Site (Area in hectares) Category
A) Offices, high technology industry, R & D (B1) and High Tech uses with clean
industrial processes within use class B2
1. Northern development area (80.0) 1
B) Business (B1)
2. Collingwood Clinic (5.4) 2
3. St. Silas, Shields Road (1.0) 4
C) Business and general industry (B1, B2, B8)
4. Newburn Haugh (75.0) 3
5. Walker Riverside Industrial Estate (7.9) 4 – Good quality urban site
6. Sandhills (2.7) 4
7. Heaton Junction (5.2) 4
8. Fowberry Road, Scotswood (0.5) 5
D) Airport related uses
9. Newcastle international Airport (203.0) N/A
E) Essential services for trunk road users
10.North Brunton (2.0) N/A
Land and premises allocated for industrial and business use will be safeguarded for
primarily classes B1 (Light Industry, Offices, and Research & Development) B2
(General Industry), and B8 (Storage and Distribution); development for other uses
will not be allowed.
In the following areas allocated for industrial and business use, development will be
restricted to Classes B1, B2 and B8. This restriction does not apply to development
of an existing use which is not B1, B2 or B8 and which does not involve a change of
use:
34) Walker Riverside Industrial Park
35) Walker Riverside
Planning permission will be granted for development which assists the
regeneration of older industrial area provided that any proposed scheme is
appropriate having regard to the policies of the plan and other material
considerations.
Walker Riverside is identified for industrial and commercial improvement in
accordance with Policy ED4.
Walker Riverside Feasibility Study Section 1 - p. 23

Fig. 5.1 - UDP policy map
Proposed cycle route
Wildlife corridor
Open space
Site of Local Conservation Interest
Area for industrial and commercial
improvement
Economic development
Area retained for industrial use
Hadrian’s Wall Strategic Recreational
Route
Secondary Distributor Road
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Environmental
A number of other designations affect the Walker Riverside study area,
including the following:
- Open space; Hadrian’s Way Strategic Recreation Route;
Existing Recreation Route; River Tyne Wildlife Corridor; Wildlife
Corridor; Site of Local Conservation Interest (SLCI); Secondary
distributor road; and Proposed cycling route.
A summary of relevant strategic policies and the corresponding site
specific policy is provided below which applies to the Walker Riverside
Area.
Policy No
Environmental
EN4
OS1
Policy Text
Development closely related to the rivers and riverside will only be permitted if it:
is appropriate, imaginative and sensitive to river settings;
contributes to the renewal and improvement of the riverside corridors; and
does not significantly detract from the amenity of a riverside corridor or reduce access
to the riverside.
The best possible standards in the range, amount, distribution, accessibility and quality
of open space will be sought throughout the city by:
preventing the loss of open space to development;
maintaining and improving the existing open space;
creating new open space where opportunities occur and in association with new
development;
promoting recreation in the countryside through schemes for environmental
improvement, public access, and appropriate facilities; and
pursing provision for all needs in the community, including those of children, the elderly
and people with disabilities.
0S1.4 Development which would cause demonstrable harm to any public open space or private
open space for outdoor sport, will not be allowed. Harm includes the loss of the space in
whole or part development, and will therefore only be allowed in exceptional
circumstances in accordance with policy OS1.5.
OS1.5
OS1.6
OS2
OS2.1
NC1
NC1.1
NC1.3
NC1.5
NC1.6
C4
Development affecting an open space subject to policy OS1.4 may only be allowed if any
of the following exceptional circumstances apply:
it is for recreational purposes relevant to the use of the space;
it is for new or improved essential local community facilities for which there are no
alternative sites;
the only mean of retaining or enhancing the open space is through development of a
small part; and
alternative provision of equivalent community benefit is made available.
Sites are identified as open space for the purposes of policies OS1, OS1.4 and OS1.5.
This includes Walker Riverside Park – an area of countryside character.
A recreation route network is defined which will:
give safe, easy access for walkers, cyclists and horse riders to key open spaces,
recreation sites and leisure facilities;
be accessible to all neighborhoods;
link the urban are with the countryside;
allow recreation in the countryside subject to wildlife considerations;
link with recreational routes in adjoining districts to create strategic routes of regional
and national importance thereby widening recreation choice; and
be accessible to all sections of the community.
Hadrian’s Way - the designated route of Hadrian’s Wall Path National Trail will be
developed as a strategic recreational route of regional and national importance.
The nature conservation resources of the city will be maintained and enhanced by the
protection of habitats and features and a requirement on all new development to take
account of the needs of wildlife.
Development which would cause demonstrable harm to a site of Nature Conservation
Importance (SNCI) or site of Local Conservation Importance (SLCI) will only be allowed:
Where there is a proven public interest which outweighs the harm to the site;
Where it can be shown that the need for the development cannot be met in other
locations where less harm to wildlife interests would be caused, or by reasonable
alternative means; and
Where it is possible to impose conditions, or where planning obligations have been
entered into which prevent damaging impacts on wildlife habitats or important natural
features.
Walker Riverside is defined as a site of Local Conservation Interest (SLCI) for the
purpose of NC1.1:
Development which would harm the nature conservation value of a wildlife corridor will
be allowed only in exceptional circumstances.
Wildlife corridors are identified for the purpose of Policy NC1.5 and include Walker
Riverside.
Development which would harm sites or areas of archaeological interest and their
setting will not be allowed.
C4.1 Hadrian’s Wall is identified as a Scheduled Ancient Monument for the purposes of Policy
C4.
Transport
T5
The needs of pedestrians, cyclists and horse riders will be acknowledged city-wide and
in new developments.
T5.4 The citywide network of cycle routes will be extended by development of the following
routes shown on the proposal map which are designated as cycle routes.
Walker Riverside Feasibility Study
Section 1 - p. 25

5.2.2Local Economic Development Strategy
The Local Economic Development Strategy was published in 1999. The focus of the economic
strategy is the strategic business sites. The Council has identified 5 sites, including Walker
Riverside which are being promoted for cluster development which are as follows:
Strategic Sites Size (ha) Commentary
Newcastle Great Park and
Newcastle Airport
Newburn Riverside
Ouseburn Valley
Newcastle Town Centre –
including Grainger Town
Walker Riverside Strategic
Investment Site
240
92
100
3.6
70
Promoted as a mixed use site – earmarked for business,
residential and commercial development and open
parkland. The site has a business park and has attract
international software companies including Sage.
One of the largest land reclamation projects. New
industrial and business park. The business park has
planning consent for B1, B2 and B8 – office, general
industrial and warehousing. Occupiers include One
NorthEast and DEFRA.
Allocated in the Newcastle UDP for mix use development
– including industrial, leisure and recreational. It provides
300 micro-businesses and is one of 3 cultural clusters
Proposals for this area includes the provision of high
quality office space and a range of other uses including
residential, retail and leisure.
The area is allocated in the UDP for economic
development, industrial and business uses. The area is
traditionally associated with shipbuilding and engineering
and now focussing on offshore development. Major
companies located here include Wellstream and Duco.
The public quay provides the heaviest lift capacity on the
east coast and stretches for approx. 1000 metres. The
focus of this area will be for primarily the marine, offshore
and renewable sectors.
Fig. 5.2 - Strategic sites location
1
2 5
4
3
1. Newcastle Great Park
2. Newburn Riverside
3. Ouseburn Valley
4. Grainger and City Centre
5. Walker Riverside
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5.2.3 The Newcastle Biodiversity Action Plan
(Oct 2001)
The Newcastle Biodiversity Action Plan was published in October
2001 and aims to protect, maintain and improve biodiversity or
wildlife within the city. The guidance provided within this Plan is
relevant to developing strategies for the Walker Riverside site, in
terms of providing advice on wildlife and biodiversity which could
be affected by its future development. The review of the UDP has
identified that part of the study area is a site of Local
Conservation Interest (SLCI)
Habitat Action Plans
A number of Habitat Action Plans are relevant to the Walker
Riverside study area, including: Industrial land; manmade
structures; Parks, Open Space and roadside verges; and the
Tyne Estuary and the Tidal Streams
Industrial Land
The action plan is concerned only with the management of ‘green
areas’ within the boundaries of: industrial estates and business
parks; other business premises; golf courses; vacant land;
derelict land and railway lines, used and disused.
The Plan notes that underused industrial estates within the city
provide a valuable habitat, due to the succession of vegetation on
vacant sites/underused sites and are classified as grassland or
scrub. It also encourages wildlife friendly management of green
space on all types of industrial land, audit council owned land
and introduce biodiversity management plans on appropriate
sites. All planning development briefs should include biodiversity
terms and encourage sustainable management practices.
Man Made Structures
Man made structures provide important habitats for wildlife,
principally for breeding and shelter. The plan aims to improve
local knowledge of species using man made structures, establish
mechanism to liaise with city ecologist, ensure that development
proposals will not impact on species using a building, and that in
new development, opportunities for habitat creation are taken.
Parks, Open Space and Roadside Verges
e.g. preventing salmon migration.
- Diffuse pollution (agriculture, urban/road drainage) - may
lead to toxic contamination and/or nutrient enrichment.
- Contaminated land - large stretches of riverside are
disused industrial sites (brownfield sites) and are affected
by past activities on the site. The land may be
contaminated requiring cleaning before redevelopment can
progress or before ecological improvements can occur.
Some sites are beneficial to wildlife, as they can be
relatively undisturbed in an otherwise highly developed area
- Estuarine sediment contamination – historical
contamination is present and can affect the water quality
or the interests of other river users
- Navigation - navigation rights exist in the estuary and
vessel activity may cause disturbance to wildlife and
indirect damage to estuary habitats. Sub-tidal dredging is
necessary to maintain navigation channels.
- Impoundments/barrages – plans for the regeneration of the
Lower Ouseburn include investigation of the impoundment
of the tidal stretch of the river. This will alter the
hydrophysical nature of the impounded stretch and
therefore the habitat.
- Development - the decline in traditional riverside industry
on the Tyne has made a number of development sites
available. Increasing intensification of land use in
- Newcastle puts pressure on these sites, with potential
loss of important riverine and associated habitat.
- Climate change - increased storminess and sea level rise
can affect the tidal heights within the estuary. The warming
of the water is likely to extend the range of some marine
fish species into the region’s estuaries.
- Recreational pressure – the improvement of water quality
in the Tyne will lead to an increase in recreational pressure
with the potential to increase disturbance to wildlife and
damage to habitat if not controlled.
- Tri-Butyl-Tin (TBT) contamination from ship building
industry and boating activities.
Parks,open space and roadside verges are comprised of a range
of habitats including trees and grassland, but also ponds and
wetlands in some cases. Walker Riverside Park is designated as
a countryside site and is managed by the Ranger Service.
Tyne Estuary and the Tidal Streams
The Tyne Estuary and the Tidal Streams provides a valuable
habitat for both marine and terrestrial wildlife. Watercourses fulfil
a variety of important socio-economic functions, including
transport, pollution dispersal, amenity and as a biodiversity
resource. The estuary is a very important habitat, incorporating a
wide range of species. The reduction in industrial activity has
improved the water quality of the River Tyne of the last 15 years
and possibility contributed to the reappearance of otters on the
Tyne. Issues to consider include the following:
- Point source pollution (sewage, trade, vessels) - can result
in a deterioration in water quality leading to poor ecological
health and may act as a barrier within the wildlife corridor
A number of objectives are identified including: ensuring that river
corridor and in-river development does not degrade the
conservation status of estuary, tidal streams and riparian
habitats, and ensuring that dredging and development within the
estuary does not degrade the conservation status of mudflats and
water quality amongst other things.
Species Actions Plans have also been developed for a number of
species including:
- Red Squirrel ( Sciurus vulgaris)
- Otter (Lutra lutra)
- Brown Hare ( Lepus europeus)
- Great Crested Newt ( Triturus cristatus)
- Barn Owl ( Tyto alba)
- Skylark ( Alauda arvensis)
- Song Thrush (Turdus philomelos)
- Grey Partridge (Perdix perdix)
- Tree Sparrow ( Passer montanus)
Walker Riverside Feasibility Study Section 1 - p. 27

5.2.4 Walker Riverside Masterplan – Policies
Consultation Draft (1998)
A draft masterplan for the Walker Riverside Area was published in
1998 for consultation. The masterplan was intended to guide the
development of the industrial estate for the next 5 years. This
plan was not adopted. However, it provides a useful context
paper.
The masterplan rolls forward the feasibility study which was
undertaken in 1997 by Economic Research Services, and
The policies of the draft masterplan concentrated on six themes,
which included the following:
focuses on issues such as site preparation, landuse priorities, - Quay facilities
environmental improvements, quay and access improvements
and local skill development. The masterplan also notes the
success of the SRB programme on the riverside, which has
resulted in the completion of a number of significant projects.
The masterplan identified a number of opportunities in the area
- Establishing an offshore and marine related cluster
Priority should be given to establishing and promoting
offshore and marine related cluster. This will be promoted
through the provision of financial and non-financial support
and appointment of a dedicated marketing officer.
Improvement of quay facilities for those companies with
quayside locations who wish to expand.
Assess the current level of use of the public quay in order
to consider the viability of an upriver extension.
which are integrated into the policies. In particular, this includes - Availability of local labour pool and relevant skills
the following:
Provide a co-ordinated approach to the provision of an
- The presence of an established offshore cluster that appropriately skilled local labour pool, to maximise local
includes customers, suppliers and research and
development competitors.
employment opportunities for residents in the East End
and Walker area.
- The public quay is an asset to the Walker Riverside Area Provide support to residents of the East End through
and provides a deep water berth of 8m minimum, 1000m in
length and has a heavy lift capacity.
- The area is largely council owned, so provides the
existing schemes for reskilling and upskilling to improve
access to jobs opportunities within the Walker Riverside
opportunity to guide development , ensure the - Creation of development opportunity sites
implementation of the plan and provide an integrated
approach to maintenance.
area.
Priority should be given to the creation of development
opportunity sites that promote the marine and offshore
- Provides access to the north sea and European markets, sector, focusing on Malaya Drive and Welbeck Road.
thus offering locational advantages.
Where existing occupiers of key sites within the area do
- Opportunity to improve access and increasing the use of not fit into the marine or offshore related sector,
the public quay
- Availability of sites and premises provides the capacity for
future growth and expansion of new and existing
businesses.
- Regeneration of Walker Riverside provides the opportunity
to enhance the marine and terrestrial environment of the
River Tyne for the benefit of both business, wildlife and the
image of the whole area.
opportunities will be taken to make these sites available
for companies within the sector – this excludes well
established firms and supply chain firms.
The former Swan Hunter car park site will be brought
forward for development.
Hadrian’s Way cycle path will be designed to avoid
prejudicing the development of opportunity sites.
- Highways and accessibility
However, the plan identifies a number of problems including
fragmentation of sites; topographical issues which makes site
assembly difficult and costly to remediate; the quay wall has
fallen into disrepair; poor accessibility, poor image regarding the
condition of individual buildings and the estate as a whole; few
large available sites; prolonged vacancy/incompatible uses and
crime and vandalism.
Access within the Walker Riverside should be improved as
current access arrangements are not appropriate to
accommodate vehicles that service the marine industry.
Neptune Road will be realigned and improved at its junction
with Oil Mill Lane following the demolition of the railway
bridge to improve access to the north of the site.
The Council aims to promote cycling by developing the
cycle network and requiring new or expanding businesses
to provide cycle parking.
Improve public transport provision.
Investigate the problems of on street parking and promote
appropriate improvement measures.
28 Colin Buchanan

www.cbuchanan.co.uk
6. Transport and
Movement Audit
Walker Riverside Feasibility Study
Section 1 - p. 29

6. Transport and Movement
Audit
6.1 Document Review
6.1.1Local Transport Plan (2001-2006)
The key objectives of the Tyne and Wear Local Transport Plan
(LTP) 2001-2006 are 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;
and
- Improve road safety and reduce the fear of transport related
crime.
The core strategies adopted to achieve these 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; and
- Safeguarding the historic investment in infrastructure by
maintaining it in a safe and usable condition.
Within the LTP District Annexe for Newcastle a number of major
and minor schemes are outlined as part of the City Council’s
implementation plan. Schemes relevant to the Walker Riverside
area include:
- Integrated transport: enhanced transport facilities are
sought along Fossway, Shields Road and Walker Road,
which are key corridors in the Going for Growth proposals
for the City’s East End. The principal aims are safety
measures, public transport priorities and facilities, access
for pedestrians and cyclists, and environmental
improvements.
- Hadrian’s Way Cycle Route: development and improvement
of this key cycle route into a high quality tourist cycle
route. Works associated with this in the Walker area have
been completed.
6.1.2Towards 2016: The Challenge
The Nexus report ‘Towards 2016: The Challenge’ sets out a
fifteen year plan for developing public transport in the Tyne and
Wear area.
The report outlines a substantial extension of the current Metro
network, known as Project Orpheus, using an extended light rail
system together with the best of bus technology. The Project
Orpheus proposals for new LRT lines included a route from
Walker to the city centre and beyond, potentially connecting to
the existing network at Byker. The report shows an indicative
route only for the extension.
The Orpheus proposals are now being reviewed due to funding
difficulties and lower-cost non-LRT schemes are likely to come
forward.
6.1.3Walker Riverside Places for People Master
Plan (Llewelyn Davies, 2004)
The Places for People Master Plan identifies public transport as
especially important to the area as there is currently low car
ownership and high bus use.
As part of the study’s strategies and proposals, the following are
recommended:
- High quality public transport route, to run along the Walker
Road corridor (A186) providing a dramatically improved
level of accessibility, and good interchange with the Metro.
Real time information, high quality waiting areas and a
bespoke livery are considered for this route.
- Safe walk and cycle networks – well designed, attractive
pedestrian links to encourage walking and clear, direct
routes for cyclists that link into the existing network.
- Speed and traffic management – to limit speeds in
residential areas.
- Parking management – a balance of on and off-street
parking to be provided, considering security, safety, land
economy and environment
6.2 Strategic Network
Despite its somewhat circuitous alignment the A186 Walker
Road forms a strategically important east-west corridor in
Newcastle and is the ‘natural’ route for traffic heading east out of
the southern side of the city centre. The road connects with the
A167 (M) Central Motorway East, some four kilometres to the
west of Walker, which is a major distributor road built to urban
motorway standards. To the north of Walker the A186 joins the
A187 in Wallsend.
Together with the A193 Shields Road by-pass, the A187 Fossway
forms a much more direct east-west route and also connects to
the Central Motorway East. Just to the north of Fossway, and
running broadly parallel to it, the A193 Shields Road offers an
alternative east-west route, though it is generally fronted by more
residential properties than Fossway.
30 Colin Buchanan

www.cbuchanan.co.uk
Fig. 6.1 - Local highway network
N
Main roads (A 186 - A 187)
Internal access road
Inadequate highway alignments
Access to individual sites
Sites with difficult access
Cycleway NCN Route 72
Walker Riverside Feasibility Study
Section 1 - p. 31

The Council’s preferred route to/from the spine road of the study
area for abnormal loads is Malaya Drive. From Malaya Drive
there is a northbound route via Bath Street and Waverdale Drive,
then either west via the A187 Fossway or east via Neptune Road.
Notwithstanding the desire to reduce heavy vehicle traffic on
Walker Road and thus facilitate the regeneration of active
frontages, it appears that it will be inappropriate to re-route all
heavy traffic on Fossway, as this will require substantial physical
alterations to the carriageway and dramatically change the nature
of that corridor.
6.3 Local Transport and Movement Audit
This section details the existing highways infrastructure, public
transport and cycle provision.
6.3.1 Existing highways infrastructure
The study area is mainly served by a single north-south spine
route consisting of Wincomblee Road/White Street/Fisher Street
which is accessed from the A186 (currently a major arterial route)
at four points. The entire study area is subject to a 30mph speed
limit.
A186
The A186 Walker Road/Station Road/Bath Street is a 10.5 metre
wide single carriageway road carrying some 11,000 vehicles per
day. Along Station Road traffic flow is interrupted due to on-street
parking, and a high number of junctions. Further north along
Bath Street, there is less interruption to traffic flow.
The A186 forms priority junctions with Malaya Drive and Station
Road, both of which have good visibility and adequate geometry
to accommodate HGVs. Both also have right-turn ghost islands,
although the one at Malaya Drive is narrow.
At Welbeck Road the main road forms a four-arm roundabout,
with a small, kerbed central island, that is built to minimum
design standards in terms of inscribed circle diameter and central
island and has poor deflection in all directions.
Internal study area
The highway infrastructure in the area to the south of, and
including, Malaya Drive is generally better than in the remainder
of the study area, a reflection of the improvements already carried
out there. The carriageways and footways are in good condition,
and the junctions appear to operate satisfactorily. However, the
route to the Walker Public Quay is convoluted due, in part, to the
steep topography of the area. A new link from this point north,
perhaps through to Staithes Street, would significantly improve
accessibility to this area.
Additionally, the straight road alignments encourages high
speeds, and footways are present on the east side only of both
Wincomblee Road and Nelson Road. The pedestrian link
between Wincomblee Road and Nelson Road, via steps, is in
need of maintenance, having overgrown vegetation, litter and
broken street lighting. Further, there may be operational
problems at the northern end of Nelson Road/Swan Road when
HGVs are off-loading. Malaya Drive has footway provision on the
southern side only.
North of Malaya Drive, Wincomblee Road narrows in width to
around 5.5 metres in places, with footways on both sides of
sub-standard width. The access junction to riverside frontages
off Wincomblee Road, located approximately 85 metres south
of the junction with White Street is currently an un-marked
priority junction of very poor standard. The junction has poor
visibility and a constrained geometry which creates operational
difficulties. HGVs were observed struggling to negotiate the
junction and significantly affecting other traffic when doing so.
A left-turn out of the junction would be difficult for cars and not
possible for HGVs due to the junction layout. The steep
topography in the vicinity of the junction means that
improvements would be difficult.
The junction of Wincomblee Road and White Street is priority
controlled. Swept path analysis at the junction indicates that a
FTA design articulated vehicle would have to encroach
significantly onto opposing traffic lanes when turning at the
junction. White Street has a relatively straight, wide
carriageway and wide footways on both sides, with relatively
few frontages and junctions, with the potential for high traffic
speeds.
Staithes Street provides access to riverside frontages, but
currently has tight radii at three bends in the road, partly a
result of the steep topography. The footways are in very poor
condition. However, the road does have a good, wide priority
junction with White Street, with a splitter island and there
appears to be space to improve the geometry of the road in the
vicinity of the junction.
The junction of White Street/Welbeck Road/Fisher Street is
currently a standard roundabout, with a central island built to
minimum standard. The junction has very poor deflection in
the north-south direction. Anecdotal evidence suggests that
large articulated HGVs are unable to perform a u-turn at the
junction. Swept path analysis confirms that a FTA design
articulated vehicle would struggle to perform a u-turn at the
junction. It is not, however, immediately apparent why u-turn
manoeuvres would be necessary at the junction. Welbeck
Road has a very wide, straight carriageway, with wide footways
on both sides.
Fisher Street has a reasonably wide carriageway, which has
been narrowed in the vicinity of its junction with Ambrose
Place. It has a relatively steep gradient in the vicinity of
Welbeck Road. High levels of frontage activity and traffic
calming measures interrupt traffic flow along this road. Further
north, at Neptune Road, the carriageway widens eventually
forming a standard roundabout junction with Maurice Road.
Traffic calming
Traffic calming has been implemented along Fisher Street in
the form of a single chicane, adjacent to Abingdon Road, and a
mini-roundabout at the junction with Oil Mill Road. However,
the implementations appear to have limited effect. The miniroundabout
has been installed with no alteration to the existing
geometry of the junction and with an over-runable central
island. Observations suggest that vehicles are still negotiating
the junction at inappropriate speeds. Swept path analysis
indicates that two FTA design articulated vehicles could pass
32 Colin Buchanan

www.cbuchanan.co.uk
Fig. 6.2 - Public transport and cycle facilities
N
Bus route 12
Bus route 18/19
Bus route 34
Bus route 35A/ 35B
Bus route 39
Bus route 40
Bus stops
Cycleway NCN Route 72
Walker Riverside Feasibility Study
Section 1 - p. 33

each other whilst negotiating the junction.
Additionally, road humps have been implemented along the roads
surrounding the adjacent residential area - on Oil Mill Road,
Abingdon Road, and Woodside Avenue.
Parking
Much of the study area has unrestricted parking and what
restrictions are in place are generally poorly signed with faded
road markings, indicating a need for a review of the parking
arrangements in the area. There is ‘no waiting at any time’
restrictions along both sides of Bath Street. There is also no
waiting, Monday to Friday, 8am-6:30pm along much of Fisher
Street.
Significant on-street parking demand was only observed at White
Street, on both sides of the road between Mitchell Street and
Mary’s Place, and to a lesser extent on Station Road. Also, the
public car park off Abingdon Road was observed to be well used.
Many of the businesses within the study area currently have only
limited space for parking within their premises.
6.3.2Public transport and cycle provision
The study area is currently relatively well served by public
transport ( see Figure 6.2) with high frequency services running
along Walker Road/Station Road and White Street/Fisher Street
that link the area to metro stations and the city centre. However,
no services cover the area south of White Street, leaving the
southern extreme of the study area around one kilometre from
the nearest bus stop.
Along White Street/Fisher Street, Superoute 12 offers four
services an hour during the day and hourly services in the
evening between Wallsend metro station and Two Ball Lonnen,
via the city centre and Byker metro station. There is also an
hourly daytime service between Wallsend and Central Station
along this route.
north-south through the study area along the alignment of a
dismantled railway. This is a long-distance, coast to coast cycle
route, connecting the area with Newcastle city centre and
beyond. Within the study area the route has wide, tarmac
surfacing in good condition and is mostly lit. The route crosses
Malaya Drive, Welbeck Road, and Neptune Road at-grade. At
Neptune Road a toucan crossing is provided, with tactile paving
and guard-rail. Similar facilities have been removed from Malaya
Drive and Welbeck Road due to vandalism, with only the tactile
paving and associated road markings remaining.
The cycle route is accessible from a limited number of points
only. From Malaya Drive, Welbeck Road it can be accessed atgrade
via gradual, sloping paths, while at White Street it is
accessed via steep steps. We understand that the route is well
used by both leisure and commuter cyclists.
6.3.3Accidents
Accident data for the three-year period to 2004 have been
obtained from the Tyne and Wear Traffic and Accident Data Unit.
This indicated that there were a total of 11 accidents within the
study area, none of which involved HGVs (although one record
implicated a HGV as part of the cause of the accident).
There was one fatal accident within the study area, at the
junction of Bath Street and White Street, involving a police car in
pursuit of another vehicle. A cluster of three serious accidents
and one slight accident occurred at the junction of Malaya Drive
and Station Road. Also, there were two slight accidents at the
junction of Bath Street/Welbeck Road, and one slight accident at
the junction of White Street/Wincomblee Road.
‘Superoute’ is a network of high quality bus services across the
Tyne and Wear region, offering frequent, high quality services with
modern buses, shelters and road improvements. Bus stops
within the study area generally have a bus flag and timetable
information only, with only some having shelters and none having
kassel kerbing, despite being on ‘Superoutes’. Further, none of
the stops have real-time information provision.
An additional four services per hour run along Station Road/
Walker Road, all serving the city centre. 12 services an hour run
along Bath Street (including Superoute 40) between Walker bus
station or Wallsend metro station and Chapel House, via the city
centre and Byker metro station. Waverdale Avenue, has six
services an hour, served by Superoute 40.
There are no railway lines in the vicinity of the site. However, the
St James-Whitley Bay metro line runs to the north of the area,
with Wallsend Station (which also serves as a bus interchange)
located some 700 metres from the northern extreme of the study
area. The line offers a 12 minute daytime service frequency
Mondays to Fridays (10 minute on Saturdays) to the city centre.
Route 72 (‘Hadrian’s Way’) of the National Cycle Network runs
Fisher Street spine
34 Colin Buchanan

www.cbuchanan.co.uk
7. Urban Design Audit
Walker Riverside Feasibility Study
Section 1 - p. 35

7. Urban Design Audit
7.1 General Environment
The study area is located along the riverside within the area of
Walker in the East End of Newcastle.
Walker has a broadly level topography, with the exception of the
steep slopes of the Tyne gorge that are the key feature of the
study area itself. As the Tyne has been deepened and narrowed
to accommodate shipbuilding, the industrial riverside has a
combination of steep slopes and flat man-made waterside plots.
Industrial growth was shaped by the railways and the river and a
railway once ran along the top of the cliff and the route has now
been adapted to provide part of Hadrian’s Way National Trail, the
off road recreational cycle and pedestrian route, which goes
through the study area.
Walker is predominantly residential, with homogeneous low rise
and low density brick terraces and semis built in the 30s and
50s, with occasional 1960s tower blocks and 1970s precincts of
blocks and terraces. Cleared plots and boarded properties are a
recurrent feature.
The industrial riverside is a compact strip of industrial buildings of
varying quality and very large and visible cranes. The area has no
overall boundary demarcation, but generally occupies the slopes
and riverbanks east of Hadrian’s Way, with the exception of the
central portion of Station Road/ Bath Street where a number of
mixed industrial and trade activities are located in close proximity
to the residential area. The northern boundary is an administrative
one and property one (Newcastle City boundary and limit of
Newcastle City Council freehold ownership), with otherwise no
other physiscal demarcation. The southern boundary is Walker
Park, a traditionally laid out urban park built over disused
shipyards and the only proper park of the East End. The opposite
bank is by and large occupied by the Hebburn New Town
Riverside Park and its sweeping grassed slopes.
The river is quite active at this location: large cargo vessels are
often moored at the public quay; there is movement of people and
goods on the riverbank in the south portion of the area and there
are small leisure boats moored all along the south bank.
There is little mature planting in the whole area, either as
woodlands or street trees. Mixed scrub and lawns are the main
landscape components of the industrial Walker Riverside.
7.2 Approaches and Legibility
Walker Riverside is approached from the city centre via Walker
Road (A186) and from the A19 via Hadrian Road (A187).
From Walker Road:
- The route crosses run down residential areas, with many
cleared sites, boarded properties and vacant shops. The
street itself is relatively wide and featureless (it is however
a prime target for change in the Places for People Master
plan, see Section 3).
- The approach to the study area is marked by the gas
holder past Pottery Bank.
- The arrival into the area is marked by the metal scrap yard
of Station Road. Despite quite good fencing and landscape
edging the scrap yards are very visible, with piles of scrap,
lorry traffic, as well as noise.
- There are no gateways or substantial signage that point
out the Malaya Drive access to the area.
- Once Wincomblee Road is reached the big yellow cranes
of the quay are immediately visible and become a hallmark
for the area.
From Hadrian Road there are two possible routes into the area.
From Neptune Road into Fisher Street:
- The route skirts all the major shipyards of Wallsend to
arrive in front of the A&P Tyne site. It is clearly an
industrial route, at present noticeably quiet.
- The approach to the area is marked by Segedunum and its
visitor tower.
- There is no clear demarcation of the Walker Riverside,
except the City boundary sign and a sharp bent into Fisher
Street. Signage and features mainly relate to Hadrian’s
Way cycle route.
- The forest of cranes marks the arrival, with the pocket of
housing and the playground somewhat at odds with the
area.
From Waverdale Avenue and Welbeck Road:
- The route, past the Wallsend shipyards and Segedunum,
enters the Walker residential neighbourhood, in a location
that has generally better housing than Walker Road.
- There is nothing that marks the arrival at Welbeck Road,
particularly with the Bath Street Workshops so well
screened by planting.
- Past the former railway bridge (Hadrian’s Way), brightly
painted in blue, the cranes of the shipyards and the
Hebburn church spire open up in a sweeping view of the
area.
36 Colin Buchanan

www.cbuchanan.co.uk
Fig. 7.1 - Landmarks, features and views
N
Landmarks
Features
Primary view corridors
Walker Riverside Feasibility Study
Section 1 - p. 37

7.3 Character
The industrial Walker Riverside is decidedly different from the rest
of Walker. This is because of topography, land use and building
types. Despite being compact and and distinguishable, it is not
an homogeneous area. The following character areas have been
identified:
Wincomblee Road Area, also known as the Walker
Riverside Industrial Park
This area is characterised by level topography (with the exception
of the road itself, which reaches from the upper level) and a firm
sloping boundary up to Hadrian’s Way, which shelters the area
from the residential neighbourhood.
It has its primary frontage onto the river, where a 1000m long
quay with heavy lift cranes, which are visible from a considerable
distance along the riverside.
It is characterised by recent metal clad industrial units of various
sizes: from the very large bespoke sheds of Wellstream to a
group of speculative medium sized units. Massive reels of cables
populate the yards.
Roads are wide and quiet, with (we understand) the occasional
burst of heavy vehicle traffic at times of unloading ships.
The environment is very well cared for, with lawns and decorative
planting, continuous well maintained blue security fencing for
most part of the area, recent lighting units, CCTV and coherent
signage (in the City Council house style).
Mixed scrub and young woodland planting is found on the slope
up to Hadrian’s Way, where it constitutes an attractive
background, an efficient barrier (doubled up by additional fencing)
and an area of wildlife interest. The overall character of this area
is that of a modern and efficient industrial estate, appropriate to
the global role of the main players of the area.
White Street Area, between Malaya Drive and Welbeck
Road
This area displays a radical change from the previous and
adjacent one. It is characterised by several changes in level, with
retaining walls and different platforms, from Hadrian’s Way level
down to the riverside. Despite its riverside location, it has no
direct river frontage or river use.
It has a large majority of pre war buildings, generally unattractive,
in red brick with, in many instances, metal clad roof additions.
Notable exceptions are the Wincomblee Workshop, an attractive
period building needing refurbishment, and the recently
completed Shepherd Offshore development. Substantial retaining
walls of various quality are present, and are generally in poor
condition .
The differences in level, retaining walls and progressive change
have generated an intricate pattern of development, where
access, vehicular manoeuvring and business expansion are
particularly constrained. Access roads are convoluted and
unattractive.
Landscape is limited to self-sown scrub in abandoned or
unusable parts of the area. Despite the difficulties in orientation,
there is no coherent signage system or lighting. The footways are
in poor conditions at points and retaining walls have been
patched up with unmatching materials.
The overall appearance is that of an old industrial estate with very
little quality. This is not always appropriate to the nature of the
businesses that occupy this area.
Fisher Street shipyards
This is a broadly flat and open area with direct frontage onto the
river.
It is characterised by large open areas, where the land has been
cleared (Neptune Yard is the largest cleared site in the Walker
Riverside) or where slipways and dry docks lay currently empty.
There are three building types: the large grey metal sheds of the
shipyard, two rows of brick terraced housing and the cranes. The
frontage on Fisher Street is long and monotonous, also because
of the lack of activity.
There are very limited green areas, with the exception of an out of
place playground and a few trees recently planted in the car park.
There is no signage, except for site hoardings and very poor
wooden fencing in proximity of the houses.
This area has a lot of character, due to the views on the cranes
and on the Hebburn river bend, but lies sadly silent and unused.
Fisher Street industrial units
This is the roadside row of post war and recent industrial units
located between Fisher Street and Hadrian’s Way. There are
some differences in levels as the units follow the gradient of the
road.
The area is characterised by being very densely built with very
limited yard space. The northern part of the area is made up of
mainly post war buildings, with a common office frontage for a
part of it. There are several vacant units. The southern part is
made of recent units arranged around two small common yards.
Vacant dilapidated buildings frame the area at either end. This
part of the study area offers accommodation to a very wide range
of business sectors and has a limited marine character, despite
enjoying impressive views on the river and the shipbuilding
cranes.
The Fisher Street frontage is of overall average quality, but
generally well kept: appropriate fencing, tidy hoardings, etc.
There are no street trees or other forms of planting and there is a
need to rely on street parking, which sometimes can generate a
messy appearance. The Hadrian’s Way frontage is of lower
quality, with untidy and old backs of buildings exposed.
The overall appearance is that of a densely developed
employment area, which could easily accommodate a range of
office/ research and small scale production businesses.
Bath Street/Station Road between Malaya Drive and
Welbeck Road
This is a broadly flat area, at the western side of the ridge of
Hadrian’s Way and it is surrounded by residential
neighbourhoods.
38 Colin Buchanan

www.cbuchanan.co.uk
Fig. 7.2 - Character areas
N
Fisher Street shipyards
Fisher Street industrial units
White Street Area
Bath Street/Station Road
Hadrian’s Way
Wincomblee Road Area
Recent buildings
Post war buildings
Older premises
Walker Riverside Feasibility Study
Section 1 - p. 39

It has a variety of building types, from the recent small units on
Bath Street, to a cash&carry metal shed, a traditional style brick
hotel, to the metal scrap yards. These are the single largest
occupiers and the most visible ones: their high levels of activity
tends to generate high level of lorry traffic and local noise. Other
sites in this area are vacant or underutilised.
A number of mature trees and attractive landscape edges are
present and soften the impact of the built development.
The overall appearance is that of an unsightly and inappropriate
low grade mixed commercial area.
Hadrian’s Way
This is a pedestrian and cycle corridor, part of the National Cycle
Network and linking the centre of Newcastle with Roman sites
and the Scandinavian ferry. At this location it follows the
alignment of the former railway line on the ridge of the gorge. It is
therefore relatively flat, with the exception of the access points
and the areas where former bridges have been removed.
The corridor is simply paved in tarmac and is flanked by grass
strips and natural mixed vegetation. For most part of its Walker
Riverside stretch, the trail passes behind industrial premises.
This fact raises a number of issues: the path is often secluded
and poorly overlooked, there have been reports of vandalisms,
and the unsightly backs of industrial buildings are exposed to
view. Particularly poor is the open view onto the piles of scrap
metals of the two Station Road yards. The landscape buffer at
this location is also thinner than elsewhere.
7.4 Culture and Tourism
The area is very close to Hadrian’s Wall and the archaeological
remains of the fort of Segedunum in Wallsend. The
archaeological potential of the area is addressed in the Stage 2
report of this study, on ground conditions.
Nevertheless, the area has a complex and interesting landscape
and industrial archaeology. The river corridor, the vegetated
slopes and banks, the industrial structures (bridges, cranes,
walls and buildings) could all contribute to a rich cultural
experience of the area. Tourism and heritage do not appear to be
considered as valuable resources and they could be further
exploited in terms, at least, of interpretation and image.
7.5 Crime
The industrial Waker Riverside does not appear to have serious
crime problems in recent years. Anecdotal reports of burglary and
intimidation appear to belong to the past, with all interviewd
businesses and the Police confirming major improvements in
recent years.
This could be due to the introduction of CCTV systems or
security guards in most premises.
Today, vandalism and flytipping are the main cause for concern.
A Police report and strategy for the wider Walker area is currently
in preparation and will be made available when ready.
The trail, however, incorporates the very attractive old stone
railway structures and on well designed paving and art pieces at
the approaches. It is pepper potted with industrial remains, but it
has no interpretation panels.
The trail offers a valuable recreational link, but has long stretches
of poor frontages, which will take a long time before they can be
progressively improved.
Nature and culture at Walker Riverside
40 Colin Buchanan

www.cbuchanan.co.uk
Fig. 7.3 - Public realm
N
Railings in good condition
Railings in poor condition
Masonry in good condition
Masonry in poor condition
Wooden fencing
Landscape
Poor state of repair
Walker Riverside Feasibility Study
Section 1 - p. 41

42 Colin Buchanan

www.cbuchanan.co.uk
8. Baseline Key Issues
Walker Riverside Feasibility Study
Section 1 - p. 43

8. Baseline Key Issues
This section summarises the key issues of the report and
highlights the potential way forward, which will inform the
development of a strategy.
8.1 Property and Development
- The area works as a “de facto” cluster of marine/offshore
industries, at least in part of the site. More than half the
sites are occupied by customers, suppliers and
competitors of the sector.
- The marine/ offshore sector has global operators, with very
stiff competition and an unlimited choice of sites on a
global scale. Incentives are normally offered to attract large
companies, which generate many direct and indirect jobs.
- There is no pro-active marketing of the area, at the
international or national level. However, the City Council
(landowner of most of the area) have been very active in the
past 10-15 years and attracted two major global players to
the area and SRB funding for the construction of high
quality units.
- Very recent speculative units could not be let to
companies of the sector and achieved very low rents.
- Many companies of the offshore and engineering sector
seem to have stable or growing business. There are also
pockets of low value occupiers.
- There is a good number of sites that are vacant or have
leases expiring in the near future. Some of these sites
have access, topographical and ground condition
constraints. Many, however, have quay access. A
comprehensive approach to the improvement and
occupation of these sites is necessary.
8.2 Regeneration
- The study area is located in predominantly residential
Walker, an area included in the government Pathfinder
Programme, for which a master plan for regeneration has
been recently prepared (Places for People Master Plan).
- It is the early days of the implementation of the master
plan, with a first set of redeveloped housing near the
industrial Walker Riverside being awarded “minded to
grant” planning status in December 2004.
- Ultimately the master plan will create a much improved
neighbourhood, reversing the trend of population loss and
general decline. Homes, schools, shops, community
facilities and public transport will be improved and will, at
least indirectly, positively affect the study area.
8.3 Planning Policy
- Regional policies support the development of some
specific clusters, including the marine/ offshore/ high value
added engineering. Walker Riverside, however, is not
included in any of their “prestige” employment sites.
- They seek to protect wharves and deep water quays,
where there is a realistic prospect of port related activities.
- Regional policies stress the importance of developing
knowledge based industries and indicate that there is
overprovision of general employment land and seek deallocation
of industrial sites.
- Local policies identify the Walker Riverside for retention of
industrial uses (B1, B2, B8) and particularly identify the
southern end of the study area for economic development,
and the northern section for industrial and commercial
improvement.
- The environmental potential of the study area is identified
by the UDP and Biodiversity Action Plan, which seek to
protect and enhance the environmental and wildlife
potential of the area.
- The (un-adopted) Walker Riverside master Plan (1998)
identifies a vision for the area as a cluster of marine/
offshore businesses.
8.4 Transport and Movement
- The area has good strategic links to the motorways and
city centre. The current freight route to the centre (A186,
Walker Road) needs re-evaluation in the light of the Places
for People Master Plan. The suitability of Fossway as an
alternative freight route could not be confirmed.
- Within the study area, the spine Wincomblee Road/ White
Street/ Fisher Street could provide a suitable internal
distributor road if improvements are carried out at specific
inadequate stretches and junctions.
- Access to the public quay is convoluted. Access to
riverside sites between Malaya Drive and Welbeck Road is
particularly difficult and potential infrastructure
improvements should be evaluated.
- There is no comprehensive parking management in the
area, which generate conflicts in certain portion of the
study area, particularly where individual sites do not have
large yards and parking facilities within their premises.
- The study area is relatively well served by public transport
(with the exception of the southern part), but bus waiting
facilities and information are poor.
- Some specific proposals (boulevarding of Walker Road,
access to the river for leisure, improved urban setting and
pressures on the Station Road businesses) need careful
and strategic management.
- Proposals for a training facility on site (School of
Technology), promoted by Newcastle College and the City
Council, and seeking liaison with the local businesses
could provide a valuable asset to the area.
44 Colin Buchanan

www.cbuchanan.co.uk
8.5 Urban Design and Environment
8.6 Immediate Improvements
- The area’s topography (the Tyne gorge and flat man made
riverside plots) generate many differences in level, which on
one hand shelter the area from the residential
neighbourhood, but on the other make access and legibility
particularly difficult.
- There are few landmarks and features to help legibility and
orientation and signage is inconsistent and of poor quality.
- There are distinct character areas, with well defined
boundaries: the southern part of the site has a tidy
appearance and well cared for environment, while the White
Street Area and Bath Street/ Station Road Area have a poor
image and little urban qualities: old and dilapidated
buildings, confused access, poor environment. Fisher
Street is rather dominated by cleared sites and the silent
shipyard, although the inland sites are densely built and
occupied.
- Landscape is limited to Hadrian’s Way and a few road
verges. Scrub vegetation has developed in a few abandoned
sites. There is no mature planting. Additional and coherent
landscape opportunities should be identified.
- The landscape, industrial archaeology and cultural heritage
of the area have not been built upon or exploited for the
promotion of the area.
- There are no serious crime problems, and crime rates have
sharply fallen in recent years. This is probably due to the
progressive installation of CCTV on the premises and the
employment of security guards.
There are sets of potential improvement packages, which would
greatly benefit the area, whatever its strategic role in the future.
These are (subject to detailed feasibility and cost assessment)
listed below.
Functional improvements:
- Improved junctions off White Street.
- Improved bus waiting facilities within the area and on
Walker Road/ Station Road. Introduction of “real time
information”, particularly at poorly frequented stops.
- Evaluation of potential extension of buses to the southern
part of Wincomblee Road, in terms of infrastructure and
potential patronage.
- Development of comprehensive parking management for
the area.
- Extension of CCTV to public spaces, and Hadrian’s Way in
particular.
Image and brand strengthening:
- Design and installation of a complete set of bespoke
signs.
- Repair to all broken and inadequate footways, steps and
passages, even to sites awaiting redevelopment. Sacrificial
and temporary work may be required.
- Development of a programme of improvement of all edges:
repairing railings, introducing see-through metal fencing
(rather than blank wooden and masonry fencing) and
landscape.
- Introduction of interpretation panels on the cultural and
natural heritage.
- Clearance or cosmetic maintenance works to abandoned
premises.
Walker Riverside Feasibility Study Section 1 - p. 45

Fig. 8.1 - Issues
N
Old and dilapidated buildings
Vacant land
“Bad neighbours” to residential areas
Inadequate highway alignments
Difficult access to individual sites
Sites with difficult access
Poor property boundaries
Public realm in poor state of repair
46 Colin Buchanan

www.cbuchanan.co.uk
Fig. 8.2 - Opportunities
N
Vacant land
Leases expiring on or before 2011
Neighbourhood improvements
Landscape
Landmarks and features
View corridors
Walker Riverside Feasibility Study
Section 1 - p. 47