OUTER COVER TO BE REMOVED BEFORE PLANNING SUBMISSION

Interchange Station
Design & Access Statement
For information in support of the Schedule 17 and Section 23 planning submissions for Interchange Station and carparks

Document no.: 1SN03-ARP-AR-REP-NS07-000048

Revision Date Author Checked by Approved by Revision Details:

C01 2019-11-15 Liam Davis Kim Quazi Richard Jackson For acceptance

C02 2020-01-29 Liam Davis Kim Quazi Richard Jackson For acceptance

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SECURITY CLASSIFICATION: Official

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HS2 | INTERCHANGE STATION DESIGN & ACCESS STATEMENT DOCUMENT NO.: 1SN03-ARP-AR-REP-NS07-000048 REVISION: C02 UNCONTROLLED WHEN PRINTED
Interchange Station
Design & Access Statement
For information in support of the Schedule 17 and Section 23 planning submissions for Interchange Station and carparks

Document no.: 1SN03-ARP-AR-REP-NS07-000048

Revision Date Author Checked by Approved by Revision Details:

C01 2019-11-15 Liam Davis Kim Quazi Richard Jackson For information

C02 2020-01-29 Liam Davis Kim Quazi Richard Jackson For information

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SECURITY CLASSIFICATION: Official

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Handling Instructions: None

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Table of Contents

4.5 Entrances 66 6.16 Planting Strategy 156

1. Introduction 5 6.17 Planting 158
4.6 Station Building 68
1.2 Executive Summary 7 4.7 Unpaid Concourse 70 6.18 Locally Relevant Planting 163
1.3 Introduction 8 4.8 Paid Concourse 72
1.4 HS2 Project 10 4.9 Vertical Circulation 73 7. Accessibility and Inclusivity 165
1.5 The Planning Regime 11 4.10 Platforms 74 7.1 External Environment 166
1.6 Application Boundaries 12 4.11 Podium 78 7.2 Station Building 168
1.7 Visualisation Viewpoints 14 4.12 Back of House Access 80 7.3 Built Environment Accessibility Panel 172
1.8 Stakeholder Engagement 16 4.13 Fire Intervention 82
1.9 Key Station Terminology 18 8. Access and Maintenance 175
5. Appearance 85
8.1 Access and Maintenance 176
2. Context 21
5.1 Station Appearance 86 8.2 Roof 177
2.1 Site 22 5.2 Material Palette 88 8.3 Facades 178
2.2 Site Connectivity 23 5.3 Unpaid Concourse Roof 90
2.3 Site Photographs 24 5.4 Concourse 94 9. Sustainability 181
2.4 Environmental Context 26 5.5 Concourse Soffit 96 9.1 HS2 Sustainability Goals 182
2.5 Site History 28 5.6 Paid Concourse 98 9.2 BREEAM 183
2.6 People Mover 30 5.7 Gallery and Paid Concourse Bridges 100 9.3 Sustainable Strategies 184
5.8 Platforms 108 9.4 Sustainable Drainage 186
3. Design Vision 33 5.9 North and South Escape Cores 112 9.5 Attenuation/Infiltration Basins 188
3.1 HS2 Design Vision 34 5.10 Podium 114 9.6 Biodiversity 190
3.2 Interchange Design Principles 36 5.11 Site Wide Canopies 116 9.7 Air Quality 192
3.3 Green and Blue 38 9.8 Building Sustainability and Energy Strategy 194
3.4 Gateway Station 40 6. Landscape 121
3.5 Station in the Landscape 42 6.1 Introduction 122 10. Appendices 197
3.6 Catalyst for Growth 44 6.2 Landscape Masterplan 124 10.1 Verified Views 198
3.7 The ‘Leaf’ - a Context Driven Response 45 6.3 Topography 126
3.8 Art and Culture Opportunities 46 6.4 Car Parks 128
3.9 Inspiration - Building in a Landscape 48 6.5 West Plaza 132
3.10 Inspiration - Timber 50 6.6 East Plaza 136

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3.11 Station Design Development 52 6.7 South Terrace 140
3.12 Design Evolution 54 6.8 Podium Terrace 142

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3.13 Station Form 55 6.9 Earthworks 144

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6.10 People Mover 145
4. Arrangement 57 6.11 External Lighting 146

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4.1 Site Arrangement 58 6.12 Site-Wide Lighting 148
6.13 Site-Wide Furniture 150

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4.2 Intermodal Arrangement 60
4.3 Public Plazas 62 6.14 Landscape Finishes and Materials 152

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4.4 Central Pedestrian Bridge 64 6.15 Paving Diagram 155

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1. Introduction

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1.1 Abbreviations

AOD Above Ordnance Datum

BoH Back of House
BREEAM Building Research Establishment Environmental Assessment Methodology
CCTV Closed Circuit Television
CIS Customer Information Screens
ES Environmental Statement
EV Electric Vehicle
EWC Enabling Works Contract
EMR Environmental Minimum Requirement
FPD Final Preliminary Design
GRP Glass Reinforced Plastic
HS2 High Speed 2
LED Light Emitting Diode
LOD Limit of Deviation
LRV Light Reflectance Value
MEP Mechanical, Electrical and Public Health
MEWP Mobile Elevating Work Platform
MWCC Main Works Civils Contractor
NEC National Exhibition Centre
NMU Non Motorised User
OCS Overhead Contact System
PAVA Public Address/Voice Alarm
PED Platform Edge Doors
PRM Persons of Reduced Mobility
PTV Pendulum Test Values
PV Photovoltaic

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PVDF Polyvinylidene Difluoride
SDSC Station Design Services Contract

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SuDS Sustainable Drainage System

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UGC Urban Growth Company

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WMFS West Midlands Fire Service

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1.2 Executive Summary

This Design and Access Statement supports the submission to Solihull

Metropolitan Borough Council for approval, under paragraphs 2 and 3 of
Schedule 17 of the High Speed Rail (London - West Midlands) Act 2017 for
a new HS2 station at Interchange. It also supports the reserved matters
submission for long stay car parking at Interchange required due to the
provisions of Section 23 of the Act.

This Design & Access Statement should be read in conjunction with the
following documentation:

• Schedule 17/ 23 Application Drawings

• Written Statements
• Consultation and Engagement Report

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1.3 Introduction

1.3.1 Report Structure 1.3.2 Project Summary

The report is structured in brief as follows:
The Interchange station is part of the HS2 network, serving the West
• Introduction explains the background of the HS2 project and the
Midlands, Birmingham Airport and the NEC, and with seamless links to the
Schedule 17 application. UK motorway system.
• Context explains the site, key drivers and a history of the
development of the design. The station sits within a green triangle formed by the M42, A45 and A452 to
the east of the NEC, known as ‘The Triangle’ site. The station is connected to
• The Design Vision articulates the vision and how this led to the NEC, Birmingham International Railway Station and Birmingham Airport by a
architectural concept for the station. People Mover.
• Arrangement explains the principles used to arrange the station
and the surrounding landscape within the site. The Interchange station has two 415m long island platforms, with six tracks,
two in the centre for the through trains and four serving the double-face
• Appearance details the materials and design features used across platforms for the stopping trains. It has been designed to serve five 400m
the site and the station. long high-speed trains per hour, in each direction.
• Accessibility and Inclusivity shows the measures taken to provide
The main station concourse sits to the west of the platforms, opening onto
inclusive access through the site.
a public plaza to the north west and linked to the east of the trace by a
• Landscape describes the hard landscape immediately around the pedestrian bridge. The design includes provision for car parking, taxi ranks,
station and the landscape design of the car parks. It also shows Drop & Go and short stay parking, bus stops and cycle storage.
the landscape treatment for the wider site which is shown for
information. The station connects to the wider road, cycle and bus networks and provides
parking within three long stay car parks (Car Park A, B and C) and a short stay
• Sustainability highlights the measures taken to reduce energy, car park, along with cycle storage on both sides of trace. Taxi drop off and
provide sustainable drainage, maintain biodiversity and meet pick up facilities are provided on the east side of trace along with a Drop & Go
BREEAM ambition for the station. facility.

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1.4 HS2 Project

HS2 is a new high speed railway that will connect major cities in Britain. It will
form the backbone of the UK’s transport network, connecting eight out of ten
of Britain’s largest cities.

HS2 will transform journey times and significantly increase rail capacity. It will
free up space on the existing network for local services and freight.

HS2 will integrate with the existing rail network and create the foundations
for Northern Powerhouse Rail to spread prosperity across the whole of the
North. Alongside proposals for Midlands Engine Rail, a joined-up transport
system will make it easier for people to move between towns and cities
across the North and the Midlands with faster, more comfortable journeys
and greater reach for businesses.

Phase One of HS2 will provide a dedicated high speed rail service between
London Euston and Birmingham Curzon Street, via Old Oak Common and
Interchange.

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Figure 1: HS2 Route Map

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1.5 The Planning Regime

1.5.1 Schedule 17 (Interchange Station and The matters that can be considered by the Council in determining “Scale” is not specified under Section 23 (3) of the Act as a reserved matter
Associated Works, excluding Car Parking) submissions (and in imposing conditions) made under Schedule 17 of the Act requiring approval by the Council. Rather, Section 23 (1) of the Act specifies
must relate to one or more of the following specific items: that the deemed planning permission (i.e. the outline planning permission)
Section 20 of the High Speed Rail (London – West Midlands) Act 2017 (“the for parking provided for by the Act is limited to a maximum of 7,500 parking
• To preserve the local environment or local amenity;
Act”) grants deemed planning permission for the works authorised by it, spaces for cars (excluding short stay, taxi and drop-off parking) and 5 parking
subject to the conditions set out in Schedule 17 of the Act. Schedule 17 • To prevent or reduce prejudicial effects on road safety or on the free spaces for coaches.
includes conditions requiring specified matters to be approved or agreed by flow of traffic in the local area;
Solihull Metropolitan Borough Council (“SMBC”).
• To preserve a site of archaeological or historic interest or nature
Under Schedule 17 of the Act, approval is required for the following specific conservation value, (and the scheme is reasonably capable of being
matters: so modified to achieve this); and

• Plans and Specifications for certain operations and works; • That the development ought to, and could reasonably, be carried
out elsewhere within the development’s permitted limits.
• Matters ancillary to development (“construction arrangements”);
• Road Transport (lorry routing); For certain forms of development, particularly more minor works such as
fencing and lighting, only a selection of these items are relevant to decision
• Bringing into use; and making.
• Site restoration schemes.

The Schedule 17 submissions being made by the Station Design Service 1.5.2 Reserved Matters – Long Stay Car Parking
Contractor (“SDSC”) are under the category of Plans and Specifications. It is
The Act treats car parking (other than short stay, taxi and drop-off parking) at
anticipated that other subsequent Schedule 17 submissions will be made by
Interchange differently to the rest of the works required for HS2. Section 23
the Station Delivery Contractor once appointed.
(2) of the Act confirms that Schedule 17 of the Act does not apply to this car
parking.
As part of Plans and Specifications submissions information is required
in relation to landscape infrastructure although this is only provided to
Section 23 (3) goes on to note that: the deemed planning permission granted
Solihull MBC for comment rather than approval. However, a purpose of
for the car parking at Interchange by the Act is to be treated as an outline
later ‘Bringing into Use’ schedule 17 submissions is to ensure that necessary
planning permission under the Development Management Procedure Order
landscape infrastructure is provided before buildings etc can come into use.
(“DMPO”); and that reserved matters for the car parking, relating to “access,
appearance, landscaping and layout”, are to be submitted (under the Town
The HS2 approvals regime under Schedule 17 is a different planning process
and Country Planning Act) for the approval of the local planning authority.
to that which is usually applied in England (i.e. the Town and Country

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Planning Act). It is different in terms of the nature of submissions and
The main practical difference by treating car parking in this way is that
the issues that the Council can have regard to in determining requests for

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the long stay car park landscape infrastructure is to be approved whereas

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approval. Schedule 17 of the Act sets out the grounds on which the Council
it is not for approval under the other Interchange Schedule 17 Plans and
may impose conditions on approvals or refuse requests for approval.

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Specifications submission. Access, appearance and layout generally fall
within the scope of what is approved under Schedule 17.

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1.6 Application Boundaries

The Schedule 17 boundary for Interchange incorporates: • The approximate extent of the Schedule 17 area for works
associated with the provision of the Trace (the HS2 tracks), being
• The Interchange Station building and associated platforms and progressed by the Main Works Civils Contractor (MWCC).
overbridges;
The proposals for Interchange have been developed with full regard to the
• Areas of public realm around the station; people mover and also the other works in and around the Triangle being
designed and delivered by the MWCC and EWC. This is to ensure that the
• Internal site road infrastructure;
respective submissions and works are properly co-ordinated and interface
• Short stay and drop-off parking areas, bus lay-bys and cycle with each other.
parking; and
• Various earthworks including site-reprofiling, landscape
infrastructure and the creation of balancing ponds and detention
basins.

Long stay parking at Interchange, referred to as Car Parks A, B and C, are

excluded from the Schedule 17 submission due to the provisions of Section
23 of the Act which excludes these car parks from Schedule 17 and requires
their details to be submitted for approval as reserved matters under the Town
and Country Planning Act. However, as these car parks form an integral part
of the overall proposals for Interchange, the Station and all associated works,
including long-stay car parks, are presented as a comprehensive scheme in
this Design and Access Statement.

The General Arrangement plan shown on the next page identifies the
application boundaries for the Interchange Schedule 17 submission
and associated long-stay car parking reserved matters submission. For
completeness and context, the plan also shows the boundaries / anticipated
boundaries of:

• The separate Schedule 17 submission also being made by the

Station Design Services Contractor (SDSC) for the proposed people

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mover to link Interchange to the NEC, Birmingham International
Railway Station and Birmingham Airport;

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• The two Schedule 17 submissions consented in July 2019 for works

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to highways around the Triangle, being progressed by the Enabling

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Works Contractor (EWC); and

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Schedule 17 - Application Boundary
Section 23 Area
Separate People Mover Schedule 17 Submission
Separate MWCC Schedule 17 Submission
Separate EWC Schedule 17 Submission

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1.7 Visualisation Viewpoints

Within this Design and Access Statement, a number of computer generated

images of Interchange Station have been included for illustrative purposes.
Viewpoints have been selected to present key design features.

The viewpoints have been located as follows:

1. Aerial view from North West

2. Aerial view of central pedestrian bridge from the East
3. Eye level view of central pedestrian bridge from the East
4. Eye level view of staff area at South end of station building
5. Eye level view of West Plaza and main entrance from Car Park C
2
6. Eye level view of entrance portal at the East Plaza 6

7. Eye level view of covered blue badge parking bays in Car Park C 3 12
8. Eye level view of the station from the landscape to the South West
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9. Eye level view of the West Plaza from the North
10. Elevated view of the West Plaza at night time 9
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11. Elevated view of the South Terrace
4
12. Eye level view of the central pedestrian bridge at night time 5 10
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In addition, SMBC has requested verified views which are included in the 1 14
appendix. See section 10.1.
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5 6 7 8

9 10 11 12

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1.8 Stakeholder Engagement

1.8.1 Overview
HS2 has placed importance on using engagement to understand the views of
Solihull Metropolitan
stakeholders, communities and wider third parties throughout the design of Borough Council
Interchange Station and the People Mover.

Extensive engagement with stakeholders has been undertaken as the design

Birmingham Birmingham City
of Interchange Station progressed. Engagement has been an integral part Airport Authority Council
of the design process, and critical to understanding views and concerns,
with the ultimate aim of creating a design which responds to stakeholder
aspirations as far as possible.

As part of the design development, designs were shared and discussed National Genting Solihull
with Solihull Metropolitan Borough Council (SMBC) and a range of other Exhibition Centre
stakeholders including the HS2 Interchange Station Independent Design
Panel, The Arden Cross Consortium of Landowners (who represent the
Packington Estate, Coleshill Estate and Birmingham City Council), UGC,
NEC, Birmingham Airport, Highways England, Transport for West Midlands,
Environment Agency and Historic England.

Design updates have also been shared with wider regional stakeholders Tarmac Trading Limited Engagement, HS2
through the UGC Infrastructure Coordination Board forum, and with Assurances and
local stakeholders and businesses in the Interchange area through HS2’s Undertakings
Interchange Plus Construction Working Group.

Presentations to key regional stakeholders including the West Midlands

Mayor, West Midlands Combined Authority, MPs and Elected Members from
SMBC have taken place.
North Warwickshire Key Stakeholders
Design development has also complied with the Undertakings and Borough Council for People Mover
assurances agreed with various stakeholders during the Hybrid Bill process.

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Warwickshire County Campaign to Protect

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Council Rural England

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Landowners of the
Interchange Triangle Land

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Figure 2: Engagement, assurances and undertakings

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1.8.2 Engagement with Solihull Metropolitan 1.8.3 Engagement with the Independent Design
Borough Council Panel
Ongoing engagement has taken place with SMBC since the start of the Throughout the design process, a number of Independent Design Panels
design process for Interchange Station. The design has been carried out in and Design Panel mentoring sessions have been held where the emerging
accordance with a number of design principles which were agreed with the scheme designs have been presented for feedback. The comments received
planning authority during the Hybrid Brill process. These design principles from the Design Panel sessions have been carefully considered by the
have been used to help shape the design of the station. station design team. A summary of the session held, and key feedback which
Some of the key issues which have been discussed in respect of the design of has influenced design, can be found in the Consultation and Engagement
Interchange Station are as follows: Statement.
• Development of design in a way which has regard for the
Prospectus and Masterplan for the surrounding areas
• Station architecture, context and design rationale
• Proposed materials
• Landscape proposals
• Highways and traffic modelling
• Cycling provision
• Flood risk and drainage features
• Comments in relation to the pedestrian bridge into the station from
the East.
• Passenger experience
• Car parking provision
• Station sizing and futureproofing

Design engagement has also been undertaken with other key stakeholders
and the local community. A full summary of all of engagement that has
been undertaken, including a summary of the feedback raised and design

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response to those issues, can be found in the Consultation and Engagement
Statement.

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1.9 Key Station Terminology

Carpark A
Short Stay Carpark Trace
A452 Interchange Station
Park Farm
Middle Bickenhill
Cycle store east Lane

Taxi

Drop & Go
Balancing pond
Carpark B
People Mover
Road bridge Interchange stop
Hollywell Brook
Bus stops People Mover
viaduct
Cycle store west
Service road
PRM parking

People Mover
Maintenance Facility
M42

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Carpark C

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Figure 3: Key station terminology

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 Skylights

Station Roof

North Entrance Paid Concourse

Canopy Bridge South
Platform Canopies Paid Concourse
Gallery
East Entrance
Retail Block
Central Pedestrian
Station Concourse
Bridge
South Terrace
Passenger Facilities
Block
Paid Concourse Platform Escape
Bridge North Bridge South

The Station

North Entrance
The Podium

Platform
Accommodation
Block
Platform 4 Service Road
Platform 3

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Platform 2

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Platform 1

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Platform Escape

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Bridge North

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Figure 4: Key station terminology

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 2.
Context

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2.1 Site To Manchester To Leeds

The station is situated within a triangle of land, which is located in the

Meriden Gap, a predominantly rural area, approximately 20km to the
south east of Birmingham city centre, close to Birmingham Airport and the
National Exhibition Centre (NEC). Curzon Street Station

The site is completely surrounded by roads, with its boundaries determined

by the M42 to the west, the A45 Coventry Road to the south and the A452 Interchange Station
Chester Road to the east. The triangular site measures approximately 1.4 km
along the southern and widest edge and 2.1 km from south to north.

The HS2 railway line crosses under the A45 to the south of the site while to
the north at the apex of the triangle, the line crosses over the M42. Due to
this and the site topography, the line sits on an embankment at the south of
the triangular site and in cutting at the north.

The site rises gently to the north and mainly comprises of open fields with
mature trees along an east-west running river valley towards the southern To London Euston
end of the site. Hollywell Brook is a tributary of the River Blythe that lies
within this valley and is characterised by broad-leaved woodland and marshy
grassland with associated habitats. A disused railway line runs across the
south-eastern corner of the site.

A Grade II* listed building (Park Farm) and a locally designated wildlife site
(Denbigh Spinney) are located within the east of the site adjacent to the A452
Chester Road. In addition to Park Farm, other properties within the site are
limited to residential dwellings located along on Middle Bickenhill Lane on
the south side of the Hollywell Valley.

Further site characteristics include sand and gravel pits (associated with
Stonebridge Quarry) within the eastern section of the site, the Olympia
Motor-Cross Track, an existing road (Middle Bickenhill Lane) running between
the A452 Chester Road and the A45 Coventry Road, and a line of electricity
pylons crossing the middle of the site from southwest to northeast.

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Interchange Station

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Interchange station provides for a travel market including Solihull, Coventry,

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Kenilworth, the east side of Birmingham, Sutton Coldfield, Tamworth

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and Nuneaton with local access to the National Exhibition Centre (NEC),
Birmingham International Station and Birmingham Airport provided by the

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Existing Rail
new People Mover. The new station has the potential to be a catalyst for
HS2 Alignment
economic growth in the immediate area and the wider sub-region.

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Triangle Site

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HS2 Station

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Figure 5: Location of the triangle site and its surrounding context

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2.2 Site Connectivity
Manchester Leeds

Interchange station is strategically located and uniquely integrated into the

local, regional and national and international transportation network. The
Birmingham Curzon Street
station is adjacent to the motorway network, close to the M42, M6 and M40,
providing links to the West Midlands and beyond.

The seamless integration of the proposed People Mover provides direct

connection in a few minutes to the National Exhibition Centre and
Birmingham Interchange Railway Station with convenient rail connections
to the region’s cities and towns and further afield. The People Mover also M42 / M6 A452
continues to Birmingham Airport where it terminates. The six minute
People Mover journey time from the Interchange Station to the Airport Birmingham
provides accessibility to air travel to a range of domestic and international and the North
destinations.

Birmingham Airport

ham Ai In nal Exhibit ange Sta A452 / A45

ing rp ham terna ch
m ng tio i er t

io
Na

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r

or

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Bi

Birm

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nal
Ra Ce
Sto p il w a y S t o p n tr e S t o p Sto p

6 Minutes

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Existing West Coast Mainline Rail

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Coventry

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People Mover
and the South

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Vehicular connections

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HS2 Route
London

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Figure 6: Connectivity Diagram

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2.3 Site Photographs

1 2 3
1. Park Farmhouse, a Grade II* Listed Building
2. Existing trees to the south of the site
3. Quarry infrastructure at the south of the site
4. Looking West towards the station site from within the quarry
5. Looking East towards Park Farmhouse
6. View of the station site from the East
7. Existing trees around Hollywell Brook
8. Middle Bickenhill Lane
9. Looking North towards the station site across Hollywell Brook 4 5 6

7 8 9

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 A452

A446 Park Farm

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1
2

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6

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Hollywell Brook A45

M42

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Figure 7: Existing aerial view of the triangle site with approximate photograph locations

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2.4 Environmental Context

The site sits directly at the boundary between a well-developed and

economically vibrant western zone comprising of Solihull Metropolitan
A452
Borough along with the National Exhibition Centre and Jaguar Land Rover
and the rural open countryside of Packington Estate, the historic setting for
​
Shakespeare’s Forest of Arden to the East.
​
The wider site for Interchange station has a number of key characteristics
which have informed the development of the station concept design:

​
1. In addition to the opportunity created by HS2 the site is uniquely
located to the national motorway system through the M42, to a
regional rail system through Birmingham International Station and
internationally through Birmingham Airport.
​
2. The principle feature of the site is Hollywell Brook which runs A446
diagonally through the existing lower part of the triangle dividing
it into two halves. The northern section above the brook is a flat
plateau which then slopes sharply down towards the flood plain
of the brook. The site then rises to the south of the flood plain to
create a valley.
​
3. There is a group of buildings of historic significance within the
triangle and the Grade II* Listed Park Farm, which is located M42
adjacent to the A542.
​
4. Significant quarrying has taken place on the site to the south of
​
Park Farm.
A452

A45

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Existing roads

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B Road

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HS2 boundaries (with HS2 London to Midlands Act 2017 scheme) Site constraints
LOD Mineral Extraction

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LLAU Flood Risk Zone

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2.5 Site History

Until recent times the site has remained as predominately agricultural land
forming part of the village of Bickenhill. The village and Middle Bickenhill are
mentioned in Domesday.

The historic OS map of 1887 shows the old Chester road to the east, now the
A452, and the Birmingham and Coventry road to the south, now the A45. The
site was open to the west with enclosed fields and areas of forest continuing
westward and interrupted by the Coventry Birmingham rail line.

Middle Bickenhill Lane was in place running northwards from the

Birmingham and Coventry road to join the Old Chester Road just below
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Denbigh Spinney.

The other principal features of the site, at this time, were the Holywell Brook,
the Whitaker and Hampton Branch railway line and Park Farm. Further to the
east of the site was the village of Little Packington and the Packington Hall
Estate.

The Whitaker and Hampton Branch line cut through the site from south to 3
the east formed part of the Stonebridge railway opening in 1839 with two
tracks . This line was never wholly successful and was almost immediately
4
downgraded to a single line in 1840, with infrequent passengers services.
These continued till 1917 and the line was finally closed 1935 and the tracks
were finally removed in the 1950s

Park Farm was located on the Old Chester Road. The principal building of
interest is the main house which was built either at end of the 18th century or
at the beginning of the 19th century. The two storey house was designed in
the Strawberry Hill Gothic style.
2
Hollywell Brook is a tributary of the River Blythe, and runs through the site
flowing west to east.

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Figure 8: 1887 Site Plan with proposed scheme in grey

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Packington Hall is arguably the most import historic place of significance
in the immediate context outside of the triangular site. The park and its
landscape were developed from the 16th century onwards with various
features added and refined over time. The gardens and landscape were
in part laid out to sketch plans prepared by Capability Brown in 1750. The
current house was predominately rebuilt by Matthew Brettingham during the
late 17th Century. The house and grounds continued to be developed until
the mid 19th Century.

The triangular site remained largely in the form shown in the historic map
of 1887 until the mid 1970’s when the western boundary was formed by
the opening of the M42 in 1976, connecting the airport with the M6. At the
same time a new station, Birmingham International was opened on the main
Coventry Birmingham rail line. The NEC was also opened at the same time
and connected directly to the new railway station.

Other than the extraction works the triangular site remains free of any 1 3
development until today.
Figure 9: Denbigh Spinney, the Chester Road and surrounding countryside, Middle Bickenhill, from Figure 11: Park Farm
the north-west, 1935

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Figure 10: Stonebridge and the Coventry Road, Middle Bickenhill, 1935 Figure 12: Packington Hall

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2.6 People Mover

The People Mover is a proposal to link passengers from HS2 Interchange

Station to Birmingham Airport via the National Exhibition Centre (NEC) and
Birmingham International Rail Station. The People Mover is covered by a
separate Schedule 17 application.

The people mover network consists of an elevated viaduct to carry the people
mover vehicles, together with four passenger stops and a maintenance
facility.

2.6.1 HS2 Interchange Stop

The stop at Interchange is located within the ‘triangular’ development site. It
is situated immediately adjacent to the Interchange Station, allowing direct
connectivity for passengers.

2.6.2 National Exhibition Centre Stop

The NEC stop is located to the south of the main entrance to the NEC
Exhibitions Halls and to the west of Pendigo Lake.

2.6.3 Birmingham International Station Stop

Birmingham International Station Stop is situated to the west of the station
in the existing station carpark.

2.6.4 Birmingham Airport Stop

Birmingham Airport Stop is located at the southern end of the airport’s
arrivals hall.

2.6.5 Maintenance Facility

The on-line Maintenance Facility is also located within the triangular
development site. It sits along the viaduct adjacent to the M42 in order to Figure 13: HS2 People Mover, view over Pendigo Lake
minimise impacts on land-take, surrounding landscape and community. The

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location also provides easy access from Middle Bickenhill lane.

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Application and Design and Access Statement.

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 Birmingham Airport Birmingham International
NEC Stop HS2 Railway
Station Stop Station Stop M42

Interchange Station Stop

NEC
Birmingham Airport

Maintenance
Facility

NEC

Car Park
Birmingham
International Hilton
Railway Birmingham
Metropole

Resorts World Arena

Pendigo Lake

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Birmingham Airport
Car Park

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Figure 14: HS2 People Mover proposed stops location

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3.1 HS2 Design Vision

3.1.1 HS2 core design principles 3.1.2 HS2 strategic goals

The Design Vision sets out the role that design can play in making HS2 a
• Catalyst for growth – which means, amongst other things, ensuring
catalyst for growth across Britain. The aim is to deliver value for money by
applying the best in worldwide design and construction. The HS2 Design opportunities are available and advertised to small and medium
Vision is based on three core design principles of people, place and time. sized enterprises
They have informed the design process for Interchange Station throughout • Capacity and connectivity – as part of a 21st century integrated
the design stages. transport system
• Value for money – delivering value to the UK tax payer and
passenger

People • Customer experience – Hs2 will set new standards in customer

experience
Design for everyone to benefit and enjoy
1. Designing for the needs of our diverse audiences • Skills and employment – HS2 will create opportunities for skills and
2. Engaging with communities over the life of the employment across the country
project
• World class standards – setting new benchmarks in occupational
3. Inspiring excellence through creative talent
health and wellbeing, as well as asset management and
infrastructure maintenance
• Environmentally sustainable solution – various measures to
minimise environmental impacts and create an exemplar
sustainable solution, engaging route-side communities and be a
Place good neighbour
Design for a sense of place
1. Designing places and spaces that support quality of
life
2. Celebrating the local within a coherent national nar-
rative
3. Demonstrating commitment to the natural world

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Time

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Design to stand the test of time
1. Designing to adapt for future generations

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2. Placing a premium on the personal time of custom-
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3. Making the most of time to design

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3.1.3 HS2 sustainability goals
The strategic goals of HS2 include setting new standards for the construction
and railway sectors, and to be an exemplar project in engaging with local
communities, sustainability and respecting the environment. HS2 are
helping to trial the BREEAM Infrastructure scheme and committed to use the
latest sustainability standard on Phase One of the project, which connects
London and the West Midlands. HS2 are committed to meeting BREEAM
Infrastructure standards for Enabling Works, Main Works Civils, and Rail
Systems with the aspiration to achieve a BREEAM ‘Excellent’ rating.

Spreading Opportunities for all: Safe at heart: Health, Respecting our Standing the test of
the benefits: Skills, employment safety and wellbeing surroundings: time: Design that is
Economic growth and education Environmental future-proof

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and community protection and
regeneration management

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3.2 Interchange Design Principles

3.1.4 Design Principles

The overarching design principles for HS2 are central to the proposal for the
Interchange station: The design will enhance the experience of passengers
passing through, as well as those arriving at the station and the wider
(and growing) local community, creating a civic heart for any future new
neighbourhood. The station masterplan responds both to the historic Forrest
of Arden landscape and to the vision for wider regeneration of the site
environs.

The following principles established by HS2 and the Urban Growth Company
(UGC) and Solihull Metropolitan Borough Council and have been used to
underpin the development of the Station concept.

Customer experience
The Interchange station is designed to provide a world class experience for
passengers. The HS2 customer journey starts on entering the Triangle site
and each mode of arrival and departure has been considered and designed as
a seamless journey. Each step of the journey is informed by and anticipates
the next and is given its own distinct and memorable visual and sensory
expression.

Topography and landscape

The vision for the site works with the landscape character and topography to
enhance the setting of the station. The station uniquely capitalises on falls in
level from north to south to maintain unobstructed east-west views across
the tree lines and hedgerows which screen the parking. The station itself sits
above the landscape, an icon for the first new railway since Victorian times, Green & Blues Gateway Station
signalling the gateway to the West Midlands.
The requirements for green and blue The station should act as a gateway to
Orientation and legibility
infrastructure should be used to create the Midlands and beyond by creating a
The elevated station presents a beacon for HS2, clearly visible for all those
a sustainable landscape and appropriate memorable experience for all passengers.
approaching from afar by car, bus, People Mover, cycles or on foot. The
setting for the station.

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framed views of the public realm and countryside provide differentiation
and orientation for station users. The station itself is designed to be legible,

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orienting users effortlessly from ticketing, to gateline, to platform.

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 Permeability Civic Hub Placemaking Intermodal connectivity

The design of the station should seek to The station should be designed to act as a The design of the station should facilitate
seamlessly connect across the Interchange future Civic Hub allowing the creation of future multimodal connectivity.
site both for HS2 passengers and future human scale public realm.
users.

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3.3 Green and Blue

Interchange station is a contextual response to a unique landscape. It draws

upon the historic and agricultural character of site to establish a strong
sense of place and identity through its architectural form and the design
of its landscape. Green and blue infrastructure is central to the station’s
concept and has been developed through scheme design to be embedded
in the proposed scheme. This holistic approach runs across the design and is
particularly evident in the landscape design.

The landscape element of the station will be vital to the passenger

experience and to the visual and ecological integration of the project into its
surrounding landscape. The Arden Parklands, of which Interchange station
forms part, exhibits a very specific set of characteristics. The mosaic of small
field enclosures which make up the Arden landscape offer helpful clues in
developing a scale, grain and texture for Interchange station.

Interchange station will also seek to reconnect the site with its wider setting.
The relatively recent trunking of the A45 and A452 and the arrival of the M42
have created an island, disconnected from both the suburban context to the
West and rural setting to the South and East.
Figure 15: Forest of Arden landscape

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Figure 16: A scene from ‘As You Like It’ - Rosalind Celia And Jacques In The Forest Of Arden by John

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3.4 Gateway Station

The architecture of the station reflects its role as a gateway to the West
Midlands. On arriving at the concourse, all passengers are presented with a
framed panorama of trees announcing Solihull, the NEC and the Airport in
the distance. This, together with the naturalistic quality of the station roof
express the sense of arriving at a special place.

The extended canopy, over the Western plaza, by framing views of the
surrounding of the station also celebrates arrival. Similarly, the generous
pedestrian trace bridge with its high-quality finishes provides view across the
trace, reinforcing a sense of arrival by reminding passengers of the journey
just made.

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3.5 Station in the Landscape

The station sits in sympathy with the existing landscape topography and
is placed on the site to minimise regrading of the ground levels. The west
public plaza and the front of the station are situated on the natural edge
of the Hollywell valley at the point where the land begins to fall sharply to
the brook. This allows the podium to be fitted under the concourse while
remaining outside the brook’s flood zone. The concourse at +98.5 AOD
enjoys panoramic views above the fall of the valley.

At the platform level, the design has removed the need for retaining
walls to support the eastern drop off so that apart from the station and
bridge abutments the views from the platforms are either fully planted
embankments or open to the surrounding countryside.

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3.6 Catalyst for Growth

The design of the Interchange station recognises the importance of transport

links to seed future development and economic growth. The station has been
carefully located to preserve the unique landscape features of the site, which
will form the backdrop to any future development. The road system and multi-
modal connections have been arranged to anticipate future development
without compromising convenience and speed of use of the station.

The design of the urban realm at the two entrances of the station has been
designed to act as Civic Hubs incorporating intelligent features to provide a
secure and welcoming environment for pedestrians. The design, siting and
orientation of the station and its urban realm has been carefully developed to
create a civic heart to any future development around it, notably that being led
by the UGC as part of plans for the UK Central strategic economic growth area.

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3.7 The ‘Leaf’ - a Context Driven Response

The Design Vision for the station and the broader site is rooted in
its naturalistic context and an ecological ambition to work with
nature.

The station is located to maximise views towards the valley

formed by Hollywell Brook. Its form reflects its setting in a found
countryside with the edges of concourse enclosure curved down
towards the open landscape.

The roof is conceived as a series of interlocking diamond-shaped

leaves, which like their natural inspiration are designed to work
with the environment.

The leaves are upturned towards the north to allow light into the
station concourse and collect rainwater and direct its flow towards
storage for later reuse. Also, like their natural antecedents, when
joined together, they form a bower which is then carried logically
on a timber structure.

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Figure 18: The leaf concept

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3.8 Art and Culture Opportunities

Incorporating Art in to the Interchange Station, the People Mover and its
wider site has been an integral part of the vision for the scheme.

An Art Strategy has been developed which outlines the context, vision and
proposed methodology for prioritising and creating art for the scheme
through a collaborative Art + Culture Programme which aims to amplify
the area’s existing cultural ecology, work as a tool to make a new place and
enhance the everyday life of local and visiting publics through encounters
with contemporary art and cultural activity. This strategy will inform the next
stage of detailed design and delivery.

Figure 19: Alice Channer, Rockfall (2015), Aspen Art Museum Figure 20: Assemble, Yardhouse (2014), Stratford, London

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Figure 21: General Public, Heathland Festival (2018), Birmingham Figure 22: Otobong Nkanga, Recipe for a Support Sytem (2016-2017), Digital Drawing, Collage

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The strategy identifies 7 potential major commissions across the site:
1. People Mover
2. Station Interior
3. Feature Image Walls and Documentation of Processes
4. Landscape 1 – Entrance Plaza, Furniture and Blue Badge Parking
Car Covers, Multimodal Canopies.
5. Landscape 2 – ‘Meeting/Pausing/Dwelling Places’ Resting Points,
Paviours & Tarmac, Tree Planting, Wayshowing
6. Station Fabric: Colour of Station
7. HS2 Interchange Artist House: Live / Make Space: Artists Production
and Residency, Community Making Space + Programme

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Figure 23: 7 Major Commissions Across the Site

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3.9 Inspiration - Building in a Landscape

The design of the station reflects its setting in landscape. It has drawn
inspiration from how the country houses of the 17th and 18th century sat in
their picturesque landscapes. As described earlier Packington Hall to the east
of the triangular site sits in a landscape that was developed to a design by
Capability Brown.

These houses and their landscapes together from an interdependent whole

where the mass of the construction is framed by the naturalistic elements
that appear to be found in their raw state without human intervention. The
landscape is often organised so that the building is both seen or approached
off axis and where the entrance facades may face a formal landscape and
the rear interplays with an informal one. Waterbodies are also used to create
a picturesque setting that acts as a counterpoint to the building as seen
at Packington Hall. And on occasion a tree might arc over a bridge giving
definition to the sky and forest as seen at Kedleston Hall, Derbyshire by
Robert Adam.

The design also takes further inspiration from how buildings might extend
out to give capture a view of landscape in the distance. The portico at the
Crematorium by Gunnar Asplund at the Woodland Cemetery, Stockholm,
outlines the surrounding landscape, tying the building into its setting by
creating a memorable joining between man-made artefact and nature.
Similarly, at the Museum of Modern Literature, South Germany by David
Chipperfield has an extended loggia which frames both the sky and the valley
beyond.

Figure 24: Kedleston Hall, Derby, Robert Adam (1759)

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Figure 25: Kedleston Hall, Derby, Robert Adam (1759) Figure 26: The Woodland Cemetery, Stockholm, Erik Gunnar Asplund and Sigurd Lewerentz (1940) Figure 27: Museum of Modern Literature, David Chipperfield Architects, 2006

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3.10 Inspiration - Timber

The station’s use of timber structure is inspired both by historic precedent

and modern use.

Brunel’s original terminus at Temple Meads has a timber cantilevered roof

and was completed in 1841. The original roof of Kings Cross by Lewis Cubitt
when opened in 1852 was supported by laminated timber arches. These were
replaced by the current wrought iron structure from 1867.

In Europe, the roof of Stockholm Station opened in 1925 and in place today,
is a glulam structure.

Modern example of the use of timber in transport buildings include Mactan-

Cebu Airport in the Philippines. Here a series of timber arches create a warm
and welcoming concourse for passengers. At the railway station at L’Orient
Bretagne Sud a simple rectangular glulam structure carries the station
canopy and encloses the station concourse providing a sense of arrival and
openness.

Figure 28: Mactan - Cebu International Airport Terminal 2, Integrated Design Associates with Arup

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Figure 29: Mactan - Cebu International Airport, Integrated Design Associates with Arup 2018 Figure 30: Lorient Bretagne Sud, Arep Group, 2017

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3.11 Station Design Development

Schedule 17 design work commenced in early Spring 2018 with the Concept Hybrid Bill: Outline Scheme Schedule 17: Proposed Scheme
design stage, the purpose of which was to arrive at a single preferred option.
The starting point for this design stage was the Final Preliminary Design
(FPD) scheme.

This scheme was a development of the Hybrid Bill Design with international
provision omitted and with the main body of the station bridging over the
trace. The primary vehicular access across the trace sat north of the station,
with taxi ranks, Drop & Go parking, and short-stay parking to the north and
bus stops to the west. Car parking was arranged in three areas with the
smallest carpark at northeast, the south-east and the largest carpark to the
west. The People Mover was located to the east and directly connected into
the station concourse. The main entrance to the unpaid concourse was from
a northern plaza, sitting over the trace. The two platforms were accessed by
a single, ‘T’ shaped paid concourse located to the south of the concourse.
The primary back of house accommodation was located below the concourse
either side of the trace, with smaller station operations located on a
mezzanine above the concourse retail.

The early phase of design in the Spring of 2018 investigated options for the
location of the station. Options examined included maintaining the station in
its Hybrid Bill location over the railways tracks, to the east and the west side
of the tracks. These options where then assessed and the western location
was preferred as it provided greater alignment with the HS2 Vision . This • Station sized to accommodate 5TPH in each direction
• Station sized to accommodate 9TPH in each direction
formed the basis of subsequent design developments.

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• Station concourse sits over trace • Platform moved north approximately 70m
• Paid concourse sits over trace • Single storey podium
• Centralised access to platforms • Paid concourse sits off trace

​
• Passenger entrance from over-trace public plaza • Access to platform at quarter points

​
• Separate road bridge provide access across traces • Separate pedestrian bridge provides access to taxi drop off, Drop &
Go and short term parking on the East of the trace
• People Mover stop opens directly into station concourse

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• Separate road bridge provides access over the trace

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• Escape from ends of the platform via overbridges connecting to the

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east of the trace.

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Figure 31: Proposed scheme for Schedule 17

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3.12 Design Evolution

Location of station responds to the site topography and the Passengers directly connect to the station from car parking The station concourse is enclosed by a single extruded
1 location of the platforms. 2 and multi-modal transport links. 3 volume, that responds to the landscape setting.

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4 The extruded internal volume of the concourse is expressed
5 The northern gable is rotated to define a public plaza and
6 The concourse is formed of a series of expressed modular

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3.13 Station Form

1 2
Roof form is Diagonal timbers
generated from members are
timber portals at 9m introduced,
centres. orientated to the
north to brace the
structure.

3 4
A standing seam The leaves are
roof encloses the lifted up towards
structure with the north to form
gutters following north lights.
the line of structure
dividing the roof into
a series of leaves.

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Arrangement

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4.1 Site Arrangement

The site is arranged around the topography of the landscape, with the station south only. The two single carriageway access roads, parallel to the trace allow access and egress to Car Park C North via separate double barriers for
itself nestled at the edge of a valley around the Hollywell Brook. Interchange with one on each side, run south for approximately 600m where they turn entry and exit. Two further exit-only barriers are located at the south-west
with buses, coaches, taxis and Drop & Go facilities is sited as close as possible towards each other and link via a bridge over the trace. Adjacent to the edge of the car park, linked to the roundabout via the station service road.
to the station forecourt, with surface car parks located immediately beyond bridge a signal-controlled junction joins the East access road to a roundabout This car park has 4,060 standard 4.8m x 2.4m spaces. From the roundabout
the other multi modal provision. These all allow for step free access whilst that gives access to Car Park A and the short-stay car park, taxi and drop off a further two arms to the south allow access and egress to Car Park C South,
‐
maintaining opportunities for future development around each station areas. Beyond the roundabout two-lane carriageways form the outbound and again via separate double barriers for entry and exit. This car park has 440
entrance and plaza on either side of the trace. inbound slip roads from A452 Chester Road into the triangle. fully accessible spaces of 4.8m x 2.4m with a 1.2m protected strip to the rear
and one side, plus 296 oversize spaces 6.0m x 3.6m to accommodate larger
4.1.4 Taxis and Drop & Go SUV types of vehicle or for future conversion to full accessible spaces.
4.1.1 Cyclists and Pedestrians The taxi and Drop & Go facilities are located on the east side of the trace, A short-stay car park of 127 standard and 4 accessible spaces is located on the
Cycle routes are provided to allow north-south and east-west transit through opposite the station building to which it is connected by a footbridge which east side of the trace, opposite the station building to which it is connected
the triangle. Each cycle route consists of a minimum 3.0m shared-use also serves the public short-stay car park. The taxi pick-up, set-down and by a footbridge which also serves the taxi ranks and drop-off facility.
pedestrian and cycle path. At the triangle boundary, the routes link with the waiting area comprises some 80 linear metres of kerb, sufficient for up to 13
off-site cycle facilities designed by EWC. The existing link across the site that vehicles at one time. The drop off area comprises some 154 linear metres of 4.1.6 Staff parking
is currently via Middle Bickenhill Lane is maintained as a route for cyclists and kerb, sufficient for up to 25 vehicles at one time.
pedestrians. In the north-west corner of Car Park A, 37 standard spaces are allocated
Admission to the short-stay car park, taxi rank and drop off area is from for staff parking. Three accessible spaces for staff are allocated in Car Park
4.1.2 Buses the A452 site access roundabout. Barrier controls are not expected to be C. These spaces are not fenced off or controlled and will be delineated by
provided, and management is expected to be undertaken manually by markings or signage.
A bus stop lay-by for up to three full-size buses or coaches is located on the parking attendants; which is more efficient than automated systems for
West Link road between the station and the Car Park C access junction. The maximising use of spaces in high-turnover areas.
bus stop facilities will include shelters.
4.1.5 Car Parks
The lay-by is on the west side of the West Link road; the working assumption
being that buses will enter the site from either the East Link road or from The car parking requirement for the station has been derived from the
the A452 and all exit via the West Link Road. This arrangement simplifies PLANET national long distance travel model and forecast Phase 2 demand.
pedestrian routes to the bus lay-by, avoids the need for addition pedestrian This takes into account key factors including peak daily use of the station, Service Road
crossings and removes the potential hazard of pedestrians crossing away regional car parking mode share, car occupancy, time of day arrival/departure
from the proper facilities. profiles, parking efficiency and day-to-day variation, and allowance for Taxi
long term growth and flexibility. There are 7400 visitor car parking spaces
proposed. The following describes the distribution. Drop & Go

4.1.3 Highways layout Blue Badge Parking

There are three main long-stay visitor car parks. Car Parks A and B are

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The road layout around the site connects into the wider motorway network. accessed from the East Access Road and have capacities of 1,530 and 943 Bus Routes

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The fundamental basis of the highways design is driven by the access and

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spaces respectively. The largest car park, Car Park C is west of the trace and
Cycle Network / Public Footway
parking arrangements necessary to service the station. The triangle highway accessed from the West Access Road via a signal controlled ‘T’ junction. The

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network has three access points; entry and exit on each of the two link roads car park access road links to a roundabout from which two arms to the north Short Stay Car Park

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from the Northern Roundabout and entry/exit from the A452 Chester Road
Long Stay Car Parks

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 A452

A446

Car Park A
Car Park B 1530 spaces
943 spaces
Short stay
Cycle
Parking Drop &Go
Taxi
(42) Staff Car Park

Bus Stops Station

Cycle Parking
(134)

Blue Badge
Parking
A45

Car Park C
4796 spaces

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4.2 Intermodal Arrangement

4.1.7 Intermodal strategy

The intermodal strategy is fundamental to the layout of the site and the
A
design of the public realm. It has been designed to facilitate seamless
transfer between all modes of transport in the local area.

The public realm design enhances and improves pedestrian connections

between public spaces and public transport facilities. Transition spaces are
designed so they are safe, legible and comfortable to move through and fit S
with the local context. The public realm connects with local walking, cycling
and transport networks. Walking and cycling routes are convenient and
direct, linking key components to create a cohesive environment.

The West Plaza is a lively space in front of the north entrance to the station, B
B
which faces out to the west. It provides the entrance for those arriving by
buses, People Mover, cycle and from Car Park C. In the long term it could also
be used by those arriving by Metro or Sprint.

The East Plaza is the hub for passengers arriving from the other side of the
trace. Taxi drop off, Drop & Go, short stay car park and cycle storage are
A
located in front of the central pedestrian bridge entrance.

From Car Park B, passengers will cross the road and are directed towards the
central pedestrian bridge through the landscape. Passengers from Car Park
A have a graded approach or steps up to the East Plaza. The layout of the
intermodal connections has been designed to minimise conflicting routes of
vehicular, cycle and pedestrian movements.

To the north of the main entrance a new proposed vehicular bridge connects
East and West sides over the trace. C

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Figure 32: Connections to wider intermodal networks

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 B S
A

Taxi

Drop & Go

People Mover

Bus

Car Park A
A

Car Park B
B

Car Park C
C

Short Stay Car Park A

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Cycle Storage A
A

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Cycle Storage B C
B

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Figure 33: Intermodal connections at Interchange Station

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4.3 Public Plazas

The public plazas are designed to allow ease of movement, intuitive

navigation and a sense of place for all customers. The East and West Plazas
demarcate the entrance to the Station. A terrace at the south of the building
gives further public amenity. Collectively the public spaces give customers a
360 degree experience of the station. The station architecture has be used to East Plaza
give each space an individual character:
• The external canopy is a landmark of the West Plaza, creating
covered space in front of the station’s entrance. The southern edge
South Terrace
of the West plaza will also incorporate vantage points for visitors of
the pond and brook to the south.
• The East plaza is connected to the station by the central pedestrian
bridge. It is a gateway to the station’s concourse, which is visible
from both Car Parks A and B.
• The South Terrace is a quiet space. It is an outdoor space accessed
from inside the building, from which one can overlook the
surrounding landscape.

The multi-modal arrangement is split between the East and West plazas.
Covered cycle racks are located along the edges of both the West and East
Plazas. Areas of planting and seating will help to animate the plazas’ surface
encouraging people to dwell. West Plaza

Access and maintenance requirements, such as for mobile elevating work

platform (MEWP) access to glazed facades and fire vehicles access are taken
into consideration in spatial arrangement of the public realm.

For further information of landscape design of the public realm refer to the
landscape chapter within this report.

Figure 34: Public plazas around the station

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4.4 Central Pedestrian Bridge

4.4.1 Design concept

The entrance portal from the East Plaza to the bridge acts as a gateway to
the station. The central pedestrian bridge connects the station building with
the taxi pick up and drop off, Short stay car park and ‘Drop & Go’. Passengers
arriving from Car Parks A and B would also approach the station from the
east and via the central pedestrian bridge.

The bridge is 9m wide with a high balustrade constructed with solid powder-
coated aluminium panels with sections of glazed parapets giving views
towards the tracks below. Services are incorporated in the panel with an
openable cap at the top and bottom section of the bridge cladding. The
balustrade is inclined for self cleaning purposes with the central glazed panels
hinging inwards for cleaning purposes.

Street furniture is provided along the bridge in front of the glazed panels. The
seating will achieve a visual contrast with the paving against which they are Figure 35: Station approach from central pedestrian bridge looking east
seen.

Passenger information screens are located at each end of the bridge. A help
point is integrated in the mullion in the centre of the bridge.

The bridge can be closed outside of operational hours with sliding, lockable
gates. These are integrated into the portal entrance at the edge of the East
Plaza. The gates slide along the fence protecting the trace at the top of
embankment.

The bridge’s primary structure and side mullions are made of weathering
steel. This allows for corrosion protection and low maintenance
requirements, which means less disruption to over rail environment.
Weathering steel initially appears as a fresh, orange-brown colour. After a
few years of exposure to the elements, the colour changes to a dark brown
‘chocolate’ colour.

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The bridge is paved with concrete pavers with a slip resistant finish to match

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the East Plaza external finishes. Drainage is incorporated into the camber

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and cross fall of the bridge to ensure it is fully accessible and slip free.
Figure 36: Entrance portal from East Plaza

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Figure 37: Central pedestrian bridge

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Figure 38: East Plaza entrance via the central pedestrian bridge

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4.5 Entrances

4.4.2 Public entrances

There are two main entrances to the station from east and west side of trace.
A
Passengers arriving from either Car Park A, Car Park B, the Short Stay Car
Park, Taxi Rank or Drop & Go arrive from the east side of trace. A central
pedestrian bridge provides a link directly into the station. It is assumed that
40% of passengers will use this entrance.
A
Passengers arriving from Car Park C, the bus stops or People Mover arrive
from the west and enter the station through the West Plaza. It is assumed
that 60% of passengers will use this entrance.
Ea
Car Park C includes covered spaces for Blue Badge parking as well as st B
rid
oversized spaces. These have been arranged as close as possible to the West ge
En
tra
Plaza entrance. Covered Blue Badge parking is also provided in the Short Stay nce
Car Park. 40%

B
Cycling storage has been provided on both sides of trace, with covered
Service Entrance
stands located next to both the taxi rank and the West Plaza. This allows for
cyclists to enter from either side of trace and connect to the surrounding
cycle networks.

4.4.3 Back of house entrances

North Entrance
60%
Whilst it is expected that staff working at the station will be able to access the
entrance via the main entrances, there is a separate back of house entrance Access control
provided via the service road. to service road

The service entrance is used for all deliveries and waste collection.

Station staff also have two points of access. One is directly off the main public C

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concourse, down the staff lifts and staircase. The second is via the trade
entrance on the west, directly off the service road. Service Road

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Figure 39: Station connectivity

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 Figure 40: West Plaza Entrance

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Figure 41: East Plaza Entrance

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4.6 Station Building

4.6.1 Contextual response

The station has been designed as a contextual response to the drivers of
people, time and place. It is an intuitive architecture, drawing customers to
its centre from which clear lines of movement and clear lines of sight help
show the way to all destinations and facilities. The station uses architectural
features, such as the entrance canopy, and has placed glazing purposefully to Where you going:
define spaces and frame views. Conceptually, customer experience has been Lift visibility
considered under two headings that talk of place and journey: Where you are going:
Intermodal
• Where you are?
• Where you are going?

Where you are:

• Place making through architectural features and framed views.
• A station in the landscape, positioning seating and waiting to take Where you are:
full advantage of views. Hollywell Brook
• Celebrating the Hollywell Brook landscape, bringing customers into
that space with the South Terrace. The South Terrace planting and
seating will create a destination in and of itself.
• Platform islands surrounded by green banks. Helping customers to
immediately locate themselves when arriving by train.
• Looking towards future growth. The gateway entrance and
entrance plaza on the west will grow in its civic prominence as the Where you are:
site is developed in the future. It has been designed to face it’s Station landscape
future context.

Where you are going:

• Lines of sight and direct connection between all directions of

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movement and all modes of onward journey.

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• The central pedestrian bridge gives views of the high-speed lines, to

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celebrate movement and activity.

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• Panoramic views from the seating area frame the People Mover Figure 42: Space planning concept

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viaduct and the landscape. Future Growth Where you are going:
• Destination walls and features help show the way for onward travel Interconnection

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and give opportunity to add individual character to the passenger

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4.6.2 Station arrangement
The station is arranged with the public concourse and passenger facilities
at grade with the entrances and surrounding intermodal connections and
landscape. The platforms sit below and are connected to the station via two
paid concourse bridges. The majority of the back of house (BoH) areas are
hidden within the podium beneath the concourse.

• Public Circulation Area

• Passenger Facilities
• Commercial
Concourse Level
• Station Operations

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• Staff Accommodation

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• Logistics

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• Cleaning and Waste Management

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• Services
Platform Level
• Fire Escapes

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• External Public Areas Podium Level

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Figure 43: Station zoning diagram

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4.7 Unpaid Concourse

Retail

Public toilets South Terrace

Left luggage /
lost property

The station concourse has been arranged to support the design vision for a
contextual, intuitive, and delightful station. In summary:
• Information and customer experience hub are in the centre of the
station, directly visible from both public entrances
• The passenger facilities block and the retail block are positioned Waiting area
along the east side of the concourse, keeping views to the west
uninterrupted West Plaza
• The ‘Passenger facilities block’ is at the northern end of the Customer experience hub
concourse. This contains the public toilets and other passenger
facilities

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• The ‘Retail block’ is at the southern end of the concourse, adjacent

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Ticket machines

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Figure 44: Facilities within Unpaid Concourse

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4.7.1 Concourse arrangement
The unpaid concourse sits to the west of the trace, and acts as the central hub
of the station. Accessed via the main entrances on the North glazed gable
and east pedestrian overbridge it contains the facilities and retail block of the
station, as well public seating areas, ticketing and customer help points.

Key to this space is the architectural expression of the buildings timber

structure, the wayshowing datum which direct the user through the station
and colour accents to designate zones.

KEYPLAN

Figure 45: Concourse, Section 1

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Figure 46: Concourse, Section 2

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4.8 Paid Concourse

South Paid Concourse

The Paid concourse connects the station to the four high speed platforms, via North Paid Concourse
a series of bridges.
Gatelines
The general arrangement of the paid concourse is driven by the Station’s
off trace location, the series of intermodal connections which connect the
central over bridge and unpaid concourse, as well as the buildings grid,
vertical transportation locations, escape cores and the station’s various N
functional and operational requirements.

The concourse level is arranged horizontally to provide clear areas for

circulation between the entrances and the gatelines. Vertically 6 escalators
and 4 passenger lifts connect each platform to the paid concourse. Their
placement is 25% and 75% along the platform to allow convenient access for

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passengers.

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Figure 47: Paid Concourse connections

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4.9 Vertical Circulation

Sitting above the platforms and intersecting the bridges, two expressed
nodes, containing the lifts and escalators connect the walkways to the
platforms. At these nodes customers are shown to their platform and
can decide upon access via the lifts or escalators. All choices are clearly
designated and integrated into in a wayshowing band running at high level.

Two through lifts descend from each paid concourse bridge to each platform
island. Heavy duty escalators provide the principle means of access to the
platforms. These are arranged in banks of three for resilience.

A stair and evacuation lift at each end of the platform islands provides the
principle means of escape from the platforms, a further core at the south end
is required to bring customers off the escape bridge down to the ground.

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Figure 48: Vertical circulation

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4.10 Platforms

The design ambition for the platforms is to create a durable and modern
space, which clearly allows the customer to board and alight the trains
quickly, and navigate the space efficiently. The architectural hierarchy of the
scheme builds on the wayfinding narrative through the station, with low level
platform canopies directing the flow of customers to and from the platforms.

Clear, uninterrupted platform zones are provided along the length of the
platforms, with a central zone for circulation and structure. The central zone
takes into account runoff distances for all vertical circulation, to reduce
conflicting passenger movement without segregating passenger flows. The
platforms are fully covered.

4.10.1 Interchange platforms

There are four platforms at Interchange station, paired to form two platform
Islands. The platforms are specified as follows:

• Platforms are 415m long

• Island platforms are 12m wide
• Platform widths have been determined by vertical circulation
requirements, and are wide enough for a bank of three escalators with
6m overall width, leaving 3m clear width on either side.
• Platforms have been laid out in order to encourage separation of uses
between waiting and queuing, circulation, and the platform edge safety
zone

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• Travel distance along the platform has been minimised by distributing
access from the centre

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• Weather protection has been provided along the entire length of the
platform, oriented longitudinally along the platform and designed to

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maximize sight lines for station patrons, station operators, and train

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25% along platform length
25%

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CP Centre of platforms

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75% 75% along platform length

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4.10.2 Platform Accommodation 4.10.6 Resting Areas
Along the platforms a series of accommodation blocks are required to The mitigations for the travel distance include:
support the safe and efficient operation of the platforms for both the public
and the staff. Facilities are arranged in multiple clusters, enclosing the rooms • Having seating at regular intervals, preferably every 25m, but maximum
and risers for the electrical, mechanical, signalling, telecommunications and 50m, along the platform with a passenger help point close by. This
storage facilities. requirement has been met station-wide.
• Having supportive signage directing passengers along the platform
The staff facilities and accessible changing accommodation clusters are indicating where the nearest vertical transport.
configured with a minimal footprint. They are positioned to align with the • Lifts and escalators will be clearly visible to assist navigation on
canopy columns, maximizing the open platform space. These create clear platforms.
circulation routes between both island platform faces and allow for seating to • Lifts and escalator’s location and orientation are optimised to avoid
be provided at regular intervals congestion on platforms.
•
4.10.3 Platform access
4.10.7 Emergency escape
For platform access there are vertical circulation cores at two locations per
platform, which are at approximately 25% and 75% of the way along the Escape cores are provided at the end of each platform for evacuation onto Figure 49: Rest area on platform
high speed platforms. As such, entry or exit points on the platforms are the east side of trace, and to provide access for fire service personnel onto
equally spaced over the full length of the train so as not to disadvantage any the platforms. The north escape core includes stairs and evacuation lifts
passenger type from any section of the train. which lead out across the north escape bridge onto the road to the east, by
Car Park B. The south escape core includes stairs and lifts which lead out
4.10.4 Sight lines across the south escape bridge to another escape core which exits into Car
Park A which is at a lower level.
Through the platform key sight lines defined the architectural design of the
scheme. Clear views of vertical transportation and escape cores are achieved
with building finishes, utilising wayfinding parameters and lighting to
highlight dwell and movements zones.

4.10.5 Accessible routes

PRM access is a key aspect of the station design, with lift access to the
platforms, and escape requirements met by evacuation lifts located on the
north and south of each platform.

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5

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2

2
3

3
1 Escape Core North

3 2 Accommodation Blocks

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2 3 Vertical Transportation

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4 Central accommodation blocks

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5 Escape Core South
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4.11 Podium

Plant Area Staff Area

Figure 50: Plant / Staff areas

The Podium is directly below the Concourse and is the operational core of
the station. It houses all staff facilities, offices, plant rooms and service areas
for the station. The Podium is accessed directly from a lower-ground level,
benefiting from the existing fall in the landscape towards the Hollywell
Brook.

The back of house facilities are secure and, for the most part, hidden from
public view. This enables the public realm at Concourse level to remain fully
activated and free from delivery and waste removal vehicles and the station
to operate efficiently.

The safety, security and wellbeing of the staff have been a key driver in
the design. The lower level has been split between plant areas to the north

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and staff areas to the south. The staffed office areas are located along the

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perimeter of the building to take advantage of natural daylight and views of

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the surrounding landscape.

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The staff areas are accessed from concourse level via a dedicated staff lift

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and staircase. There are also entrances directly off the back of house road for
deliveries, waste collection, operations and maintenance.

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 Operational
Parking

Loading Bay Operational Parking

PRM Buggy Parking and Charging

People Mover

Figure 51: Podium, general arrangement

Key

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Station Operations Offices

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Logistics

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Cleaning and Waste

Services

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4.12 Back of House Access

4.11.1 Staff access 4.11.3 Loading bay

Staff are expected to use the main station entrances. Access to the back of The loading bay for HS2 station is at plant level. Access from street level is
house (BoH) areas are security controlled at the main staff entrance on the via the car parks to a purpose-built service road. All service vehicles will be
Concourse which provides lift and stair access to the Podium below where directed to the loading by the dockmaster upon arrival in the service area.
the majority of the staff areas are located. New staff and contractors arriving
at the station are expected to arrive at the Trade Reception to receive their Based on the vehicle demands, a requirement for one 16.5m loading bay has
safety induction and access card. Direct BoH routes from the main staff area been calculated. The bay includes a designated off-loading space at the rear
to retail units and concourse facilities have been provided, enabling those of the bay sized at 5m deep. The unloading area will allow for deliveries to
areas to be serviced at any time. be held temporarily until they have been checked and handed over to the
receiving organisation.
4.11.2 Vehicle access
Waste generally will be collected by refuse collection vehicles (RCV). The RCV
The service road is accessed via Car Park C. All deliveries will be made via will use the same bay as servicing vehicles.
road vehicle at the loading bay area in the service road. This permits 24 hour
servicing of the station. All deliveries are made to the loading bay during 4.11.4 Operational parking bays
booked delivery slots. There is a Dock Master who will oversee deliveries,
based in the adjacent Dock Master’s Office. Six 6m long spaces are provided on the service road for any occasional
operations and maintenance vehicles.
All service vehicles visiting the Interchange station will be subject to access
control before being permitted to continue to the service area. Only pre- 4.11.5 Service area pedestrian route
booked vehicles will be permitted to enter the service road and loading
bay. Station security will oversee vehicle screening and where vehicles are Safe walking routes will be evident within all areas accessed by vehicles. A
rejected, they will be turned away. The design provides for a rejection loop to pedestrian gate is provided next to the vehicle gate at the access control
allow large vehicles to turn around. point after the vehicle rejection loop.

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 Turning circle

Operations and
Maintenance
Loading Bay
Parking

Access Control Point

Vehicle rejection loop

NMU Route

Car Park C

Back of house
Service Road

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Figure 52: Back of house service road

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4.13 Fire Intervention

4.13.1 Fire service access

Turning circle not needed
Fire vehicle access shall be provided in accordance with BS 9999 Table 19. As
provided there is a fire West Midlands Fire Service (WMFS) use fire appliances that weigh 15 tonnes,
vehicle access route within the roads for fire vehicle access shall be capable of supporting 15 tonnes.
Car Park A the car park which limits
access barriers dead-ends to 20m BS 9999 recommends that 50% of Interchange station building perimeter is
accessible. Currently, 56% of the perimeter is accessible by fire vehicle. This is
A452 achieved by access via the West Plaza (at concourse level) and via Car Park C
Car Park A and the service road (at plant level).

Fire vehicle access is also provided to the northern and southern overbridges,
to provide WMFS with three points of access onto the platforms (the third
access point being the West Plaza and then via the unpaid/paid concourse).
Car Park A forms part of the fire vehicle access route to the southern escape
bridge.

Access route is at plant Access control barriers are proposed for the service road at plant level. Access
level only control bollards are proposed at the West Plaza, to prevent unauthorised
vehicle access to the West Plaza. Car Parks A and C may have access control
Car Park B barriers, if automatic number plate recognition is not used to track vehicles
Retractable bollards entering and leaving the car park.

People Mover Access control to station 4.13.2 Fire service facilities

back of house A private hydrant system will be provided in accordance with BS 9990:2015
around the site. Hydrants will be located not more than 90m apart (measured
along the ring main) and not more than 90m from a building entrance or
platform main inlet.

A platform main is provided to each island platform, with outlets every 60m
Car Park C along the platform. Inlets to the platform mains are located by each of the
Service road escape overbridge entrances.

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Car Park C
access barriers

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Figure 53: Fire service access

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Appearance

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5.1 Station Appearance

5.13.1 Main Station Building

The station roof is comprised of three main architectural elements providing
shelter to the unpaid concourse as well as partial zones of the North and
South Plazas.

Unpaid Concourse Roof

The external station roof above the unpaid concourse generates a landscape
built through the introduction of standing seam modules, skylight leaves and
gutters generating a rainwater harvesting network system.

Canopy Roof
At both north and south ends of the station the standing seam roof leaves
extend above the plazas through a couple of cantilevers. The main station
entrance on the West Plaza features a series of outdoor portals highlighting
the entrance space.

Roof Soffit
A series of directional timber slats provide a sense of continuity along the
station concourse level signifying the visual walkthrough.

Podium
Bands of patterned and perforated precast concrete rainscreen cladding are
arranged around door and window openings, with perforations and louvres in
areas requiring openings for ventilation.

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5.2 Material Palette

Station building roof Station building interior

Aluminium, standing seam roof Metal gutter, panels and

louvres, light bronze finish Timber slat soffit with warm grey backing

Landscape

PDVF coated metal, RAL 5024

White backpainted glass

Black metal wayshowing band

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Weathered steel planters In situ concrete planters Hardwood timber slats Stainless steel skirting PVDF coated metal, Light Glass

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RAL 9003 champagne

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Concrete paving Granite paving Anti pedestrian paving Light terrazzo floor tiles Exposed glulam portal frame structure

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Podium Paid concourse and platforms Escape cores

Weathering steel

Grey PVDF coated metal panels, RAL 7038

Patterned and perforated precast concrete panels Anodised metal louvres, light bronze satin finish Metal grating Fibre cement board
Finishes:

Grey metal louvres

Black metal wayshowing band

Light champagne Champagne Light bronze Dark bronze

See drawings for materials

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Stainless steel skirting

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Grey PVDF coated metal panels, RAL 7038

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Precast concrete rainscreen panels Concrete paving Anti-slip GRP flooring, dark grey

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5.3 Unpaid Concourse Roof Insulated standing seam roof
Prefabricated petals clad by with aluminium
standing seam roofing in a satin finish
Skylights
Vertical curtain walling
with double glazing

5.3.1 Roof Build-Up

The main station roof is formed from glulam timber portals at 9m centres
which span traversly across the unpaid concourse. Diagonal glulam members
trim openings for the ‘leaf skylights’.
Unpaid concourse + station canopy ceiling
A secondary set of purlins set on top of the timber strurctue and support the
50 x 20mm treated solid timber slats for outdoor use
roof coveing and leaf skylights. with a 50mm gap between elements and an acoustic
backing. Insulated standing seam roof
The inside of roof is then lined with open timber slats with an acoustic Prefabricated roof panels clad by using a
backing membrane. standing seam linear tray system (400mm
wide each) coated with an aluminium
zinc alloy weathering layer. Stone wool
insulation above metal decking.

Horizontal gutter Prefabricated aluminium gutter, light

finished in anodised aluminium fascia
bronze finish

Typical module

Standing seam + gutters

Timber slat ceiling

Structural elements Anodized aluminium cover sheet to

downpipes Leaf frame structure

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Glazed wall West

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Thermally-broken blast-resistant curtain
walling with silicon bonded double glazing

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Figure 55: Roof general arrangement Figure 54: Typical module view

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Figure 56: Artist’s impression of unpaid concourse roof skylights

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 6
5.3.2 Gable Curtain Wall 5

The gable ends of the paid concourse are fully glazed. The glazing
comprises of double glazed units silcon bonded into an aluminum frame
which is carried on steel mullions. The mullions span between floor and 3200
the roof structure. 4 3200

3m high doors are incorporated into the system which are designed to 1900

remain fixed open during peak hours. 1 1 1

1 2000

A 2m wide canopy is place above the doors and runs the full length W= 2010

of the gable walls. An opaque signage band is then placed above the 2
canopy. 2

3
Figure 57: North gabled façade modulation
1 Insulating Glazing Units
Blast-resistant glass units bonded with
structural silicone to an aluminium carrier
frame fixed back to the steel structure.

2 Shadow Box
5 Back painted coated blast resistant double
glazed units

3200 3 Canopy
Anodised aluminium hook-on panels fixed onto
6 3200 a substructure system.

1900 4 Swing Doors

1 Blast-resistant glazed swing doors with lock
system to be accomodated at canopy area to
keep sashes permanently open during summer.
Manually opened at winter to access South
13330 1300 plaza.
2000

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3000 5 Portal frame cladding
W= 2010

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Painted steel rainscreen panels 4-side bonded

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to an aluminium carrier frame. Colour finish to
1 match non-clad steel portal frames.

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4 3

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6 Aluminium back panel or signage to rear
shadow box

1
Figure 59: South end of the station building Figure 58: South gabled façade modulation (units in mm)

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5.3.3 North Entrance Canopy
The north entrance canopy extends the main roof architectural language
above the West Plaza to signify the entrance and provide a sense of place.

The painted steel portal frames that form the “arm” shelter part of the West
Plaza and support a series of gutters interfacing with the concourse level
that are part of the rainwater harvesting strategy. When the gutter becomes
vertical it is clad with cover sheet panels.

5.3.4 South Canopy

The south canopy provides solar shading to the south facade. It is a
2.8m wide cantilevered extension of the standing seam roof with similar
characteristics to the north canopy but less invasive in order to unveil the
garden space.

Cantilever petal frame structure

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Prefabricated aluminium gutter

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Painted steel structure

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Figure 60: North canopy exploded view Figure 61: South roof canopy exploded view

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5.4 Concourse

The concourse is designed to be both functional and delightful. It is

configured to create intuitive and inclusive customer journeys between the
intermodal connections and the platforms.

The routes to the platforms are arranged to provide one clear decision point
for passengers and to maximise on operational efficiency. From the centre
of the concourse, customers will have clear sight lines to all destination and
adjacent information to provide help or assistance if they require it.

Passenger facilities are clearly located throughout the concourse with the
slower waiting area and accumulation zone located to the south-west corner
of the concourse to take advantage of views of the landscape. The retail
units are also located at the south end of the concourse, away from the main

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gateline circulation area and immediately adjacent to both the seating area
and the south terrace.

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Panoramic views across the Hollywell brook to the west and the gardened

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terrace to the south give customers moments of delight unique to the

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station’s setting. To the north and east passengers will be connected with all
the modes of transport, which will help show the way to onward journeys and

1
give the station animation and vibrancy.

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Above all this, the timber structure will give the space warmth and character.

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5.5 Concourse Soffit
A
9.0m

5.5.1 Concourse Soffit 1. Mounted LED projector lights

The Concourse soffit is made of compressed timber slats, suitable for indoor
use. The timber slats follow the geometry of the roof. The colour of the
timber is designed to complement the colour of the main glulam structure.
1.

2.

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3.

2. Glulam portal members

Figure 63: Soffit orientations across unpaid concourse

3. Timber slab soffit

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Figure 62: Station concourse, section perspective

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5.6 Paid Concourse

The paid concourse connects the unpaid concourse to the platforms via two
bridges, and associated vertical transportation and escalators. It has been
designed to be intuitive and accessible. The paid concourse is semi-enclosed,
with a patially glazed balustrade providing safety whilst affording clear
sightlines to all directions of onward travel.

The two routes direct the passengers to the north and south end of the
station dependent on the entry gateline, providing a clear and direct journey
for the customer to their destined platform.

On each bridge a set of escalators and lifts transport the passenger to the
platforms. The lifts are highlighted in their architectural expression, with
supergraphics as part of the external cladding. Architecturally, the paid

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concourse has a warm soffit to compliment the architectural language of the
concourse.

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Distributed Customer Information Screens (CIS), help points, lighting, and

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reassurance signage along the internal facades and soffits direct and assure

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the passenger. With clear views from the bridges to the vertical access,
platforms and wider environments give the customer a delightful and

1
efficient experience navigating from the concourse to the platforms.

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5.7 Gallery and Paid Concourse Bridges

South Paid Concourse Bridge

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South Paid Concourse
B
Gallery

North Paid Concourse Bridge D

1 2 3 4

North Paid Concourse 1 PVDF coated aluminium panels, mid grey satin finish, RAL 7038
Gallery Anodised aluminium mullions, light bronze finish
2

3 PVDF coated aluminium panels, champagne satin finish, typical 600mm widths

4 Anodised aluminium louvres, light bronze finish

5 Glazed panel

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6 Blue PDVF coated alumnium panels, blue finish

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7 Fire cabinet

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8 Seating

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9 Help point

1
10 Black metal wayshowing band

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11 Concrete paving

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12 Stainless steel skirting

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B C D

5 7 6 8 9 10 11 12 1

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1 2 3 4 6 10 11 12

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 B

5.7.1 Gallery Axonometric and Exploded Diagram 5.7.2 Paid Concourse Bridge Axonometric and Exploded Diagram
Key: Key:
1. Standing seam roof
1. Standing seam roof
2. Structural steel
2. Structural steel
3. Services containment
3. Services containment
4. Aluminium soffit planks
4. Aluminium soffit panels, champagne
5. Full height cladding/glazing panels 1 1
5. Concrete tiling on structural slab
6. Metal panels, light champagne finish
6. Metal panels, light champagne finish
7. Concrete tiles
7. Concrete tiles
8. Sub-floor services containment
8. Sub-floor services containment
9. Structural slab and steel
9. Structural girder
10. Podium cladding panels
2 2
6

3 3

4
4
5

7 10

6 1 4
5
7

6
8
7
9

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A B

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5.7.3 Lift and Escalator Blocks
The setout of the escalators and lifts is determined by the required run-offs
and clearances. The lift electrical room and escalator equipment room are 1 Metal standing
situated either beneath the escalators, and recessed to aid sight lines. All lifts seam roof
are through-lifts to facilitate wheelchair users.

The wayshowing strategy is integrated into the cladding and soffit, providing
a consistent customer journey experience. 2 Wayshowing
Band

3 Vertical Louvre

1 2 3

4 Integrated
Wayshowing Wall

Escalator

7 Concrete paving

4 5 6
Lift 5 Metal panels,

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light champagne

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6 Mullions, light
bronze finish

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 A
1. PVDF coated aluminium panels, mid grey satin
finish, RAL 7038, typical 1200mm widths,
Gallery Roof 600mm on structural grid

500 1. 2. PVDF coated aluminium panels, blue satin

5.7.4 Paid Concourse Materiality 500 2. finish, typical 1200mm widths,

The paid concourse acts as a bridge through its material palette from the 3. PVDF coated aluminium panels incorporating
unpaid concourse to the platform level. The choice of materials and material signage, black satin finish, at typical 1.2m panel
2250 1. widths, at 0.6m panel widths on structural grid
tone adheres to the key accessibility requirements of Light Reflectance Value
(LVRV) tonal contrasts of 30 between each element. The darker, grey tones of 4. Stainless steel skirting
the concrete pavers and balance of lighter materials for the vertical surfaces
are complimented by the warm hues of the soffit, and wayshowing accent 5. External double glazing, typical 1200mm
250 4.
panels. widths, steel window frame system
Unpaid Concourse Floor
1200 6.
Balustrades across the bridges introduce a glass element for improved B C D
visibility across the station whilst retaining a combined height of 1.8m for
safety. Gallery Roof Gallery Roof Bridge Roof

2300 1700
5.
5.
3500
600 5.

4. 1200 1. 1200 1. 4.
1 2 3

Unpaid Concourse Floor

1200 1200 1200

Bridge Roof

4 9 7. Operable glazing top panels, typical 900mm

widths, steel window frame system
1700

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9.
6. PVDF coated aluminium panels, mid grey satin

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E 600 6. finish, typical 900mm widths,

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B C D 1200 7. 8. Stainless steel skirting

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9. Mullions in light bronze finish

1
Bridge Floor

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Figure 66: Paid Concourse material key

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5.7.5 Soffit A

The platform soffit comprises of aluminium panels and baffles of a warm 1450
metallic tone, fixed by a steel frame system. This concept of warm natural
CL
shades at height are intended to contrast with the neutral shades of the walls 1. 2.
and floors through the scheme, and acts as a material connection between 2400
the platforms, and the natural timber soffit of the unpaid concourse.
CL
The soffits contain two variations of recessed lighting. Strip lights direct
1450
the user, and spot lights designate zones to pause, and transition from the
paid concourse down to the platform. Divisions are expressed in the soffit
panelisation, aligning to the curtain wall panels and louvre walls cladding the
platform vertical access zones. 2. 3. 1. 4.

B
The soffit panel are 600mm wide, following the 1.2m planning grid of the
wall and balustrade enclosures. The panels joints are perpendicular to the 3.
direction travel in the paid concourse.
3050

CL

3050

B
1. PVDF coated aluminium panels, champagne satin finish, typical 600mm widths

2. Linear LED light

A

3. Recessed LED spot lights

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4. PAVA mounted speaker

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Figure 67: Soffit orientations across paid concourse

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Figure 68: Long Section of Station

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5.8 Platforms

P1 CP 2

p
6.0m 6.0m

0.5m 3.6m 3.2m 3.6m 0.5m

Platform 01 zone Central zone Platform 02 zone

Gutter Gutter

5.8.1 Platform Canopy Setout

The setout of the canopy structure takes into account the various rail systems
clearances. A safe and convenient servicing strategy has been integrated into
the design of the canopy. The outer 1.25m edges of the platform form an
exclusion zone from the OCS, the area between is where services are typically

3.5m
run with a demountable soffit below.
Platform edge door Platform Accommodation Platform edge door
The platform canopy is designed to integrate with all the various junctions
with different platform elements. The 12m width is divided into three parts,
the two 3m wide edges and a 6m module in the middle, separated by two
gutters which continue along the full length of the platform. The outer edges
are constant along the length of the platform and contain all the services

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runs. The inner 6m interfaces with the various platform accommodation
blocks such as lifts, escalators and plant rooms. Where they are exposed,

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structural columns have rounded corners to assist in visibility and to minimise
points of congestion. Underplatform services zone

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 A

5.8.3 Platform Accommodation Cladding

Platform Canopy
The materials selected for the paid concourse meet the key criteria
of creating an efficient space which through their durability, modular
500
composition, flexibility in integration and quality finish create a welcoming 1.
and user friendly series of spaces. 500 3.

The materials provide a LRV tonal contrast of 30 between each element,

have no variation in texture or colour and avoid glossy materials. 2250
2.
The material palette of the platforms in neutral, with darker tones to the
concourse palette. This is in part derived from darker colours generally
wearing better in external environments, maintaining the key tonal contrasts 250 4.
for accessibility requirements and allowing for clear integration of MEP. The Platform Floor
1.2m wide aluminium panels act as the main cladding panel. A wayfinding
1200 600
strip continues to set out passenger information at the 2.5m level, with
the higher panel datum being specified as louvres to ventilate the services Figure 70: Typical block elevation
inside the blocks. The blocks incorporate full height aluminium louvre panels
matching cladding module to meet ventilation requirements. All lifts are clad
in aluminium PVDF coated rainscreen panels, matching the accommodation
block cladding.

1. 2. 3. 4.

Acoustically rated PVDF coated aluminium PVDF coated aluminium Stainless steel skirting
PVDF coated extruded panels, mid grey satin finish, panels incorporating signage,
aluminium louvres mid RAL 7038 black satin finish
grey satin finish

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Figure 69: platform 03/04 plan

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5.8.2 Platform Canopy Soffit 2.

The platform canopy soffit is provided to improve acoustics, security and

aesthetics. It also reduces the possibility for pigeons to roost. It reduces the 1.
need for maintenance whilst also being accessible if services need to be
inspected or replaced.
6.

Platform edge doors

3.

4.

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1. 2. 3. 4. 6.

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PVDF coated aluminium panels, Recessed LED spot lights Painted steel columns, dark bronze Concrete paving Strip lighting

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600mm widths

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 A

1350
The platform soffit is PVDF coated aluminium panels and baffles of a warm CL
1650
metallic tone, fixed to a sub steel frame system. This concept of warm natural
shades at height are intended to contrast with the neutral shades of the walls 2100
and floors through the scheme, and acts as a material connection between CL
the platforms, and the natural timber soffit of the unpaid concourse. 1800
CL
The soffit panels are demountable and align to the 1.2m panelized grid of the 2100
accommodation blocks. Lighting, PAVA speakers and CCTV are organised in 1650
a consistent strip inset 1.35m from the outer edge of the platform. CL
1350

1. 2. 3. 4.
B

1350
CL
1650
950
B CL

4100
600

950 CL
1650
A
CL
1350

Figure 72: Typical Platform RCP's

1. PVDF coated aluminium panels, champagne satin finish, typical 600mm widths, RAL 1014

2. Linear LED Platform edge lighting

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3. Recessed LED spot lights

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Figure 71: Platform RCP plan
4. PAVA mounted speaker

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5.9 North and South Escape Cores

1. Standing seam roof

8. Fibre cement board on inner side of bridge

2. Aluminium rainscreen, RAL 7038

3. Anti-slip GRP flooring

4. Steel grating cladding

1. Standing seam roof

5.9.1 North and South Escape Cores 6. Concrete tiling

The escape cores utilise several different materials. The lift core is clad in an
aluminium rainscreen cladding which provides a watertight barrier for the lift
7. Platform support walls
components. The stairs and bridges are open to air and the sides are clad in
a hot-dipped galvanised steel grating. The pattern of the grating is such to
prevent climbing or intrusion from the street level exits.

The bridge, stair landings and treads utilise a GRP anti-slip surface, this is a
safe and durable material suited for this purpose.

Figure 73: Cutaway Escape Core

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 MATERIALS KEY

F1 Framed glazing, clear, light bronze metal framing satin finish

2 F2 Framed glazing, fritted, light bronze

1 metal framing satin finish

F3 Backpainted glazing, white opaque

F4 Precast concrete panels, patterned, grey finish

F5 Precast concrete panels, ribbed with slots, grey finish

+ 102.7 + 102.7
F6 Metal cladding panels, mid-grey satin finish
2. Aluminium rainscreen
F7 Metal cladding panels, black satin finish

SOUTH ESCAPE BRIDGE SOUTH ESCAPE BRIDGE

+ 99.4 F8 Metal cladding panels, dark bronze satin finish
+ 99.4

+98.500 m
GF - Concourse F9 Metal cladding panels, champagne satin finish
ESCAPE BRIDGE LEVEL

F10 Metal louvres, horizontal, dark-grey satin finish

F11 Metal louvres, vertical, dark bronze satin finish

6m

PLATFORM 1 PLATFORM 2 PLATFORM 3

F12 Metal woven wire
PLATFORM 4
4.
mesh Steel grating cladding

FFL +92.200 m F13 Metal door with makeup panel, dark-grey satin finish
B2 - Plant

F14 Metal, light champagne, satin finish

F15 Metal grating, mid-grey finish

2- Partial Section - South Escape Bridge

F16 Solid concrete vehicle containment parapet

1- Partial Elevation - South Escape Bridge F17 Metal cladding panels, vertical patterned dark bronze satin finish
2- Partial Section - South Escape Bridge
F18 Metal vertical mullions, light bronze satin finish

F19 Metal door vertical pattern, light bronze satin finish

F20 Glazed door clear, light bronze metal framing, satin finish

F21 Dark bronze paint, satin finish

F22 Metal cladding panels light champagne, satin finish

F23 Metal cladding panels light grey, satin finish

F24 Metal vertical louvre screen light bronze, satin finish

F25 Metal fascia, dark bronze satin finish

F26 Fibre cement cladding panels

B1 Metal balustrade, dark bronze satin finish

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R1 Metal standing seam roof, natural satin finish

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R2 Metal gutter, light bronze satin finish

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R3 Timber slatted soffit with dark grey fabric backing

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R5 Metal gutter, satin finish

3- Elevation - South Escape Bridge

1
S1 Glued laminated timber beam

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4. Steel grating cladding with fibre 2. Aluminium rainscreen
cement board behind

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5.10 Podium

5.9.2 Podium Facade

Doors
The lower level of the station accommodates the back of house staff areas,
offices and plant rooms. The podium requires a series of openings with MEP inlet / outlet
different requirements that need to be integrated into the cladding design.
The facade at podium level consists of bands of precast concrete rainscreen
panels, with perforations where required for ventilation.

Podium openings are set back from the outer envelope line and consist of: Loading bay doors

• Windows
Windows
• Loading bay doors

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• Access/ egress doors

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• MEP inlets/outlets

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Figure 74: Podium opening types

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5.10.1 Podium Cladding
The upper row of the podium features a series of regularly sized patterned
precast panels. This rhythm of panels are supported on a lintel resting on
a lower row of panels accommodating the different podium openings. A
regular pattern coexists with a random lower ribbon with openings.

Insulated sandwich panel

Figure 75: Artist’s impression of south end of the building showing rainscreen cladding with inte-
grated doors, windows and air intake/exhausts concealed behind

1 Podium upper precast rainscreen

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2 Flat patterned panels with integrated perforations following
pattern (where required)

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3 Podium lower precast rainscreen

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Precast panels with special shapes at corners

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Podium lintel
1 2 3

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Figure 76: Podium rainscreen panelisation

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5.11 Site Wide Canopies

Canopies are proposed for the blue badge parking bays, taxi drop off and pick
Short Stay Car Park
up, Drop & Go, cycle storage and People Mover walkway. The canopies have Car Park B
been designed to read together as a family, with a similar language to those Car Park A
used on the People Mover itself. Drop & Go

Taxi
Main routes:
• People Mover to station link: walkway is covered with the canopy,
which is an extension of the central spine of the People Mover
canopy. It connects straight into the station providing a covered
walkway. Lighting fixtures are integrated within the roof buildup.
• Taxi drop off / Drop&Go cover: routes to East plaza are uncovered.
The canopies are provided over the entrance to the Central
pedestrian bridge and taxi drop off/pick up lanes. The width of
pedestrian paths has been derived from pedestrian flow calculations
Interchange Station
for efficiency of movement. A simple cover similar to the central
part of the People Mover canopy is provided. It is a portal frame
structure supporting a standing seam roof. The soffit consists of
aluminum panels similar to the canopies on the platform. Lighting
fixtures are integrated in the soffit cladding.
• Cycle storage covers: these are of the same language as the other
canopies on site. They have a portal frame structure with standing
seam roof and integrated lighting fixtures.
• Blue Badge/PRM covers: Car parking spaces for blue badge holders
ng
are covered are located within close proximity to the station rki
pa
entrance within Car Park C. The support structure is every second ge
d
bay. The roof is aluminum standing seam. 1.2m zone is provided ba
ue
between the designated spaces to enable a disabled driver or Bl
passenger to get in or out of a vehicle and access safely the boot,
rear hoist or rear access ramp. Photovoltaic panels are provided on
Ca

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a proportion of south facing canopies.
r

Canopies:
Pa
rk

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Drop & Go
Pedestrian Bridge

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People Mover Link

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Bus stops
Cycle canopies

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Blue badge canopies with PVs

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Blue badge canopies

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Figure 77: Site-wide canopies

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 1

1 1 3
1

2 5
2
2

Figure 78: Family of canopies - cycle storage, taxi drop off, People Mover plaza and blue badge parking covers

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1 Standing seam roof 2 Painted steel, grey finish
3 PV panels on south facing blue 4 PVDF coated aluminium soffit 5

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Painted steel columns,
badge canopies panels, RAL 7038 dark bronze finish

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5.11.1 Blue Badge Canopy

Parking spaces designated for use by people with blue badges are covered to
provide protection from adverse weather conditions.

These are designed to be located in the closest proximity to the Station

entrance. Canopies are provided over the spaces to provide protection from
inclement weather, with PV panels on top of the south facing canopies.

Additional blue badge parking with covers is provided in the short stay car
park.

Lighting for these canopied areas will be provided by simple mounted

downlights in a regular linear layout. These will provide a good ambient level
of light under the canopies and will accentuate their linearity and support
people moving through these spaces.

The Blue Badge parking bays have dimensions of 2.4m x 4.8m with a 1.2m
access zone between bays and a 1.2m safety zone for boot access.

Figure 79: Artist’s impression showing blue badge parking covers in Car Park C

Aluminium gutter
PV panels shown indicatively
mounted on standing seam
roofing
Standing seam
roofing laid to falls

Folded aluminium
fascia

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Expressed steel beam

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2.6m

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Painted steel frame,
mid grey

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Downpipes

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6.0m 1.8m 6.0m

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7- 3D View - PRM single
6- 3D View - PRM double bay canopy Copy 1

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 7- 3D View - Taxi Drop off canopy Copy 1

5.11.2 People Mover Plaza Canopy 5.11.3 Taxi and Drop & Go Canopy 5.11.4 Cycle Storage Canopy

7- 3D View - Taxi Drop off canopy Copy 1

6- 3D View - Bike Canopies Copy 2

Figure 80: Artist’s impression of People Mover Plaza canopy Figure 81: Artist’s impression of Taxi and Drop & Go area Figure 82: Artist’s impression of cycle storage canopies in the West Plaza

Recessed box gutter Aluminium gutter

Standing seam roof laid Standing seam

to falls roof laid to falls
Standing seam
Ventilated roof cavity roof laid to falls
Mounted
Lighting fixtures downlights
Ventilated roof
recessed into soffit
cavity

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Stainless steel Stainless steel
downpipe fixed to Lighting fixtures downpipe fixed

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column face recessed into to column face
Painted steel columns soffit Painted steel

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Painted steel 4- 3D View - Bike Canopies1 Copy 1 columns
Balustrade fixed to

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columns Sheffield bike
plaza slab stands

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to match People Mover middle canopy 4.75m
7- 3D View - Taxi Drop off canopy Copy 1 9.2m

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6- 3D View - Bike Canopies Copy 2

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5- 3D View - APM link canopy Copy 2 Project / Contract Contract Originator

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 6.
Landscape

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6.1 Introduction

The Landscape strategies now submitted to support the Schedule 17 and

Reserved Matters applications have been developed against the framework
defined by the approved Hybrid Bill application and the HS2 Design Vision.

The HS2 design ambition for the landscape:

• The design delivers positive improvements in the quality of the built,

natural and historic environment, as well as people’s quality of life;
• All visible elements of the built and landscaped environment in both
rural and urban areas are sympathetic to their local context, environment
and social setting;
• that design cohesion is achieved through a strong aesthetic ethos and a
recognisable architectural language;
• the design considers the passenger experience.

The landscape design will create a positive lasting legacy, reconciling the
scale and extent of its infrastructure and its components with the local
landscape context along the line of route. It will deliver a strong identity,
including the creation of bold new landscapes and transformational public
spaces and places that will help generate and support economic growth.

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6.2 Landscape Masterplan

The landscape strategy has been developed with a view to drawing on Sketch that depicts a space reminiscent to
the Arden landscape
the qualities and characteristics of the local Arden landscape, the defining
features of this rural typology being:

• a gently rolling topography

• a patchwork of small fields
• trimmed enclosing hedges with Midland Hawthorne the

predominant species
• Hedgerow trees with oak by far the most common species
• Small streams ponds and ditches. Images of ditches and wetland found in the Arden landscape

The design aspiration is to weave these natural elements into a landscape

that contains major engineering features to create an appropriate contextual
response to this site. The strategy explores the opportunities of establishing
a network of blue/green links which extend throughout the public realm and
the wider site, and creates public spaces that are designed to support the
operational demands and the efficiencies of passenger use.
Trees

Streams

Hedges

Fields

Biggest Average Smaller

field size field size field size
: 38ha : 5ha : 0.5ha

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Figure 83: Landscape masterplan strategy

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Figure 84: Landscape plan

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6.3 Topography

The significance of natural features on the site cannot be overstated.

The Interchange site breaks down into two principal areas. The northern
end of the site is a largely flat plateau. The southern end of interchange is
dominated by an open flat bottomed valley of the Hollywell Brook. The
topographic features define the way in which the Station relates to the track
and the manner in which it will be perceived by passengers. The station
concourse sits roughly 1.5 – 2 metres above the plateau level, so having
parked your car there is only a modest ascent back to the station entrance.
While the station has a far closer relationship with the exiting topography it
still occupies the highest point within the triangle with levels falling softly to
the north but more dramatically to the south.

There are a number of critical vertical datums which define the vertical
relationships of the site. The track sits at a level of AOD 90.15 establishing a
clear horizon line passing through the triangular site. At its southern end it
is elevated on an embankment as it crosses the Hollywell Valley but to the
north it is set in a cutting. The station concourse is set at AOD 98.5 some 7.3
metres above platform level.

There is a precedent for engineered features dominating the local landscape.

The low hill to the north east of Interchange was, until recent years, the
municipal refuse tip. Within the Interchange site the embankment of the
abandoned Whiteacre -Hampton railway line passes through the south east
corner. The triangle is also encircled by motorways and A roads, each of
which sits on embankments or in cuttings.

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Figure 85: Key topographic features

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Man made earthworks are therefore one of the defining features of this
landscape. The datum of the track at 90.15 AOD will be extended around the
southern end of the Station to form a broad terrace from which the Station
will emerge. The boulevards leading down from the northern roundabout
will also be read as a pair of ramped features. Working with these changes of
level will be key to the success of the design, in particular to the way in which
the Station and its setting become a holistic composition. Lastly, and most
significantly, on the east side of the station the levels are manipulated to
form a 6-7 metre high cutting embankment which ascends to the short stay
car park. This embankment will be a unique feature to Interchange, treated
creatively it is one of the defining features of the station in the manner that
the River Tyne marks the entrance to Newcastle and the sandstone cuttings
define Liverpool Lime Street.

There are many local precedents for setting large buildings on strong
topographic features. Kenilworth Castle and Charlcote Park both provide
useful examples. Kenilworth rises from a promontory perched above a
marshy flood plain. Charlecote is more of man made setting, the flood plain Figure 86: Kenilworth Castle/ Warwickshire
of the Avon being shaped and moulded by the hand of Capibility Brown. In
both cases the buildings are skilfully locked to the ground plane through the
manipulation of levels.

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Figure 87: Charlecote Park/ Warwickshire

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6.4 Car Parks

The Interchange Station site will accommodates 7400 cars, all parked at
grade. This is subdivided into three bodies of parking: Hedge
Hedge

1. Car Park A which occupies the quarry site and is set circa 5 metres below
the concourse level and accommodates 1530 cars.
Bay Bay Bay Bay
2. Car Park B which is set to the north of the Grade II* Listed Park Farm and Bay
accommodates 943 cars Road Road
Swale Swale
3. Car Park C which is located west of the trace accommodating 4796
vehicles.
4. In addition there are 131 bays, including 4 PRM bays, in the Short Stay Figure 88: Randomised car parks vegetation and natural features provides a sense of orientation, “Oh! I remember I parked under that tree with the red flowers over there”.
Parking Area.

Each parking area is subdivided into a series of enclosures or fields, each

of which has an area of 1-2 hectares and so accommodates between 400
and 800 cars. Each field is enclosed by a native hedge and each hedge is
populated with a random pattern of trees. The tree planting within these
reservations is deliberately diverse such that it is possible for motorists to
navigate their way around the car park using trees of different species as
visual reminders.

The car parking aisles are separated by landscaped aisles of varying width.
The Primary artery has a width of 11.0 metres with a 4.0 metre wide walkway
and a 3.0 metre wide swale. After every fourth row of cars there is then a
main pedestrian spine with a 2.4m wide footway, a 330mm deep 3.0 metre
wide swale and defining hedges. The swales are designed to accommodate
a 1:5 year rainfall event, i.e they will be full of water once every five years
and they are designed to drain down within 72hrs.

The hedges sit adjacent to the bays so that pedestrians walking to the station
are completely separated from vehicle. Even in the PRM areas closest to the
Station the walkway is still left toward the middle of the reservation. The
PRM bay has a 1.2 metre extension to its end and side, and this is located at
the back end of the bay, such that it provides an extra circulation corridor to

ed
the bay. At every 50 metres there is a gap in the hedge such that motorists

t
can enter the pathway system and move toward the station. Each of these

ep
gaps acts as a rest point, all will have seats and all rest points within the

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PRM area will have call points while within the remainder of the car parks
call points will be every 100 metres. This strategy ensures that drivers and

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pedestrians have a clear, car free, circulation network to follow between
parking space and concourse.

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Figure 89: Car park landscape strategy

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All parking areas meet the requirements of an inclusivity agenda, there are
no steps and no ramps for motorists to navigate. HS2s Inclusivity Standard
requires that 6% of all 7400 spaces are for use by Persons of Reduced
Mobility. These bays need to be as close as they can be to the main Station
doors, and for that reason they are all located in the south eastern corner
of Car Park C. In all cases where Persons of Reduced Mobility will park, the
levels are flatter than 1:50 in compliance with the accessibility standard and
BS 8300:2018 Part 1. In addition it is required that all PRM bays are covered.
In addition to the PRM spaces there is also a requirement that a further 4% of
bays are oversized, i.e they have dimensions of 6.0 metres x 3.0 metres rather
than the standard 4.8 metres x 2.4 metres.

Car Parks are not secured by fences but they are enclosed by hedges or
earthworks, specifically ditches and or berms, which act in the same way as Figure 90: Carpark Verge Configuration
moats or low berms.

To the east of the track is the taxi pick up, Drop & Go and short stay
parking area. At any one time this area, which is on the main approach into
interchange could contain over 200 vehicles, with cars entering and leaving
several times every minute. This expanse of parked vehicles will occupy the
Figure 91: Standard Configuration
foreground of the view for arriving passengers and as such is a major part
of the arrival sequence. The levels have therefore be manipulated to try and
diminish the impact of the parked cars while allowing high level views of the
eastern elevation of the station.

The ground planes within the immediate environs of the station have been
Figure 92: Rest Point with Seat
treated as very long slow inclines up to the Station. Although the modest
changes in level means that the approach for anyone other than those
parking in Car Park A will be almost indiscernible.

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Figure 93: Rest Point / Seat / Call Point (PRM area) Figure 94: PRM Standard Configuration

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 Bay with Bay with
Path Bay cover cover
2.4m Path
Hedge
3.6m
1.2m Hedge
1.2m Hedge Hedge
Swale 1.2m 1.2m
3.0m wide
330mm deep

1:3 1:3 1:5

Swale 1:5 Swale

Figure 95: Swale Section Figure 96: Swale Section with Rest Point: PRM areas

Bay with cover in Bay with cover in

Bay with cover in Hedge Bay with cover in PRM area PRM area
Path Path
PRM area 1.2m PRM area
4.594m 1.8m
Hedge
1.2m
Swale
3.0M wide
330mm
deep

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1:3 1:3

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Figure 97: Swale Section in PRM area Figure 98: Walkway Section in PRM area

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 Path
2.4m
Bay Bay
Hedge Hedge
1.2m 1.2m

1:5
1:5

Figure 99: Swale/Hedge Section in Standard Bay parking area

Bay
Bund
2.5m width Hedge
Ditch
2.5m wide
500mm deep

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1:3

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1:3

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Figure 100: Perimeter Ditch /Bund around Parking Fields

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6.5 West Plaza

The West Plaza is the interface between the station and the largest parking
area, Car Park C, however it also provides the arrival point for those arriving
by bus, and in the long term could also be used for those coming by Metro or
Sprint. The layout is heavily influenced by the geometry of the Station roof
with its distorted parallelograms, and the setting out of the car parks. The
latter is heavily reinforced by the canopies which are required above the PRM
bays, a requirement of HS2s inclusivity standard. A primary pathway leads
from the station roof armature out into the car park, where many people
using Car Park C will find their route joining this pathway at some point.
Interchange station
The West Plaza also references the Blue Green Infrastructure of the site.
Rainwater picked up by the roof and directed down to ground level will be
captured and expressed through a series of basin features.

It is heavily informed by the principal directions of pedestrian movement,

which in essence approach the Station at a 45 deg angle. Car Park C is fed by
Planting beds with a
a number of aisles which contain the Blue Green Infrastructure in the form combination of walls, kerbs 450mm high planting
of shallow swales. However, these all connect in to one primary pathway and trees beds with benches
and this lands on the projecting roof canopy, which provides a strong visual
marker, drawing passengers in to the station.

The key features of the space are a series of linear bands which incorporate Sunken rain gardens Lawns with
raised planters, rolling lawns, and dwarf walls with integral seats, all taking Covered cycle racks with large boulders benches to ends
their cues from the articulation of the station roof. Set between two legs of
the roof at the end of the primary circulation corridor is a shallow pool or
rain garden. This sunken bed will accept rainwater discharged from the roof,
feeding it into the connecting ditch. It is hoped that large sandstone boulders Hedges and benches
or megaliths, hopefully excavated during the HS2 excavations, will be located
within this bed.
Dog spend People Mover

NMU route

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parking bays

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Figure 101: Landscape plan of West Plaza

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 A
B

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Figure 102: Artists impression of West Plaza landscape

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 A
B

Large Label
C Small Label

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Figure 103: Looking across the West Plaza from Car Park C

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 Hedge Lawn Path Planter
Path

Seat
Bollards Wall

Figure 104: Section through Planters + Seats

Hedge Path Lawn Path Planter Path Planter

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Bollards
Wall

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Figure 105: Section through Planters + Seats

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6.6 East Plaza

The introduction of the new footbridge brings passengers directly into the
heart of this space, in earlier designs those looking to access the short stay Park Farm
car park or the taxi drop off had to pass to the north end of this area, over the
road bridge and then into the station. This move has significantly enhanced
the user experience of the station. While for many people, this will remain
their daily or regular point of interaction with the station, their route into the
heart of the Station and to the ticket barriers will be far more direct.

The central location of the footbridge relative to the taxi drop and the short
stay, and its equidistant from Car Parks A and B, means that it will, in effect,
funnel passengers into the Station. The footbridge itself is of course an
extension of the public realm, providing passengers with an exciting sensory
experience as they cross the trace, the only place at any of the Phase 1 HS2 Car Park B
Stations where this will be possible. Short Stay Parking

The Taxi drop off and Short Stay are set above a planted embankment which
will be highly visible both from concourse and platform levels. Again this
significant natural feature on one side of the station will give passengers a
unique experience, reinforcing the connectivity between Interchange and
its rural setting. The bank will be planted in accordance with HS2 standards
related to trackside vegetation, the zone at the base of the slope and
immediately adjacent to the track being only grass. Main Access Drop & Go Drop & Go
Road
Moving higher up the bank and away from the track, native shrubs such as Bikes
dogwood, dog rose and holly will take over while at the top of the slope and
closest to the cars full size forest scale trees such as Beech and Pine will Car Park A
Taxi Taxi
dominate.

The crest of the embankment and the edge of the Taxi drop off will be Taxi Taxi
defined by a fence. In addition there are a line of seats/benches. The opening Fence Bollards
to the pedestrian bridge is protected by security bollards.

Within the car park there will be some planting of mature trees, primarily

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beech and oak. If any trees are to be relocated then these areas would offer Bridge Pedestrian

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good opportunities. These trees will be planted as semi mature specimens

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Bridge
such that they achieve immediate visual effect.

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B

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Figure 106: Looking toward footbridge and Station from path to Car Park B

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 A
B

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Figure 107: Artist’s impression of East Plaza

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 East Plaza

SECTIONS Taxi Drop Off

3.0m
Road
6.0m
Taxi Pick Up
3.0m
Path
4.0m
Hedge
4.0m
Road
6.0m
Drop & Go
3.0m
Path
3.8m
Hedge
1.2m

Fence

Embankment

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E

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Figure 108: Section through East Plaza

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6.7 South Terrace

The South terrace is a new piece of public realm outside the gable wall of the
station concourse. While slightly detached form the core of the Station, this
space still offers a valuable experience, from this elevated vantage point it
will be possible to enjoy views of the wider landscape, including long distance
views of the trace as it heads south.

Unlike the east and west plazas the south terrace is not a space that is
crossed by large numbers of people. Passengers will need to make a
conscious decision to go out there, so it is likely to have much lower levels
of occupancy and is a space to dwell in if you want to enjoy a quite outdoor Hedge 1.20m
refuge prior to catching your train.

The proposal involves taking the distorted parallelogram form of the

concourse roof and translating this into a series of raised planters. The Service Area
weathering steel walls of the planters thicken out at key locations to provide Turning Head
the support for a bench. Raised planters
400mm high
The perimeter of this space will be defined by a low boundary hedge, again
planted in a low planter. The hedge helps to keep passengers away from the
parapet but it still allows views out over the wider agrarian landscape, with
the Hollywell Valley in the foreground.
Bench with backrest
and the armrest

A
B

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Figure 109: South Terrace Landscape Plan

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 Concourse

Planter & bench with Path Hedge

SECTION back and arm rests 2.0m

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View out to the South Terrace from the Concourse View back to the concourse from the South Terrace

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6.8 Podium Terrace

Set at 6 metres below the concourse level, the podium provides access to the
operational areas of the station. The space is contained to the north by the
People Mover and to the east by the Station. To the west it is contained by
Interchange Station
the northern end of the retained Middle Bickenhill Lane and to the south it is
open, overlooking the Hollywell Valley.

The historic precedents of Kenilworth Castle and Chartwell Manor has been
referenced with a terrace being established some 5 metres above the floor of
Hollywell Valley. This will create a broad plinth on which the station will sit,
rooting it into the ground, the valley and the wider landscape.

The terrace accommodates a generous pond, the only attenuation feature People Mover Stop
that is designed to hold water permanently. This is designed to provide a
positive visual amenity immediately adjacent to the station concourse,
views over the pond being a major part of the passenger experience at
Interchange. During normal conditions the water level will be set at 89 AOD,
but in its flood condition, it will rise to 91AOD. Relatively steep banks with
profiles of 1:3 lead down to the water.

The sides of the basin are heavily planted with trees and shrubs and the
grass on the slopes is left long. This is to reduce the attractiveness of the Pond
pond to large water fowl.

Security Fence

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Figure 110: Landscape around lower level of station and people mover, back of house access road and retaining pond

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Figure 112: Artist’s impression of landscape around retaining pond at lower level

People Mover Stop

West Plaza

Security Fence

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92.2 92.2

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Extra water capacity (11000m3) level - 91.2

1:3 E
Service Road 1:3 E
mba
Water level 89.0
ent
mba
nkm

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nkm
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1:3 E

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Pond

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Figure 111: Section through retaining pond at lower level

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6.9 Earthworks

Careful manipulation of the levels has ensured that no retaining structures

are required within the wider landscape. However, there are still major level
changes within the site which means that in certain locations steep cutting or
embankment slopes are needed to create the site levels

The key location are:

1) To the east of the station adjacent to Drop & Go

2) To the east and west of the trace running north from the road bridge.
3) To the south of Park Farm.
4) Between Car park A and the Drop & Go area.
5 ) Between Car Park A and Hollywell Valley.
6) To the south of the Station and the People Mover: Here a new
embankment is set above the Hollywell Valley in order to create a wide 3
plinth. Car Park A
7) Embankments over the Hollywell Valley, by MWCC. Car Park B
4
8) Embankments to main boulevards.
8 5
2 1

2 7
8
6

Car Park C

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6.10 People Mover

The Interchange Station Stop of the People Mover is directly adjacent to the
main station entrance and is accessed through the West Plaza, it projects out
towards the west. This protrusion defines the southern edge of the west car
park and as such it tends to lock the station into the landform. The rear wall
of the People Mover is therefore a retaining structure, although the extent of
retention is minimised by installing a steep bank.

People Mover Stop Pond

West Plaza 98.5

97.733

96.05
95.5 Service Road
Car park C Existing tree retained NMU route
92.2

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1:3 E Water level 89.0
mba
nkm

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87.0

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Section through People Mover

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6.11 External Lighting

6.10.1 West Plaza Station Entrance Canopy

The West entrance is the main opportunity for longer views into the station
concourse from outside, allowing for the façade and external canopy to be
experienced as clear extensions of the station architecture within. With this
in mind, the canopy will be illuminated with a consistent accent graze to that
used for the station roof on the interior, to reinforce its visual character as a
single continuous element.

General lighting within the external canopy area will be provided by

spotlights mounted on the structural elements of the canopy and will also
follow the same principles as the lighting within the station main unpaid
concourse.

6.10.2 West Plaza Lighting

General ambient lighting to the West plaza lighting is to be provided by
spotlights mounted on a few discrete high masts and on the station building
canopy, the intention being that these light sources are not dominant
features of the plaza, and the landscaping and furniture of the plaza define its
character by day and night, with the station building remaining the focus.

Additional layers of lighting, provided to augment this lighting, create visual

Figure 113: Artist impression of the Main Station Entrance at night
interest and to create the welcoming character of the plaza, include:
• In-ground lines of light, to help create a sense of identity and to
assist navigation towards the station entrance.
• Feature lighting for tree canopies and integrated into bench seating
and furniture, adding ambience and highlighting these elements.

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Figure 114: West Plaza Lighting reference images - in-ground lines of light and illumination of benches

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6.11.1 East Plaza Lighting
The East plaza is illuminated to provide for a sense of openness as a
component of the arrival sequence for customers, and to allow for the
transition between the taxi drop-off area and the pedestrian bridge, leading
to the east entrance of the station.

The lighting for pedestrian routes follows the same principles as outlined
earlier, utilising lower-level urban lighting (5m columns and bollards) to
promote intuitive wayshowing to the stations while activating public night-
time use of the external environment. Lighting for the covered cycle racks
will be integrated into the canopy structure. Figure 116: Pedestrian bridge lighting
Figure 115: Human scale lighting and tree illumination

As with the West plaza, feature lighting will be provided for the benches,
creating visual interest and highlighting the furniture, and key trees will be
uplit to create the ambience of a quiet urban woodland.

6.11.2 Lighting to the Pedestrian Bridge

Lighting for the pedestrian bridge plays an important role in guiding people
from the taxi drop-off area and East Plaza to the station entrance, and is a
key part of the customer journey in and out of Interchange station.

The bridge will be illuminated by vertical linear luminaires integrated into

the structural elements of the bridge on either side, providing a visually
expressive source of light that leads people to and from the station and
provides good levels of vertical and horizontal illumination.

Luminaires are fixed to the front side of the bridge mullions flush with the
inner face of solid panels of the bridge. Access to the electrical trunking is via
the openable cap integrated at the top and the bottom of bridge panels.

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Figure 117: Central pedestrian bridge lighting strategy

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6.12 Site-Wide Lighting

External Lighting and Public Realm

The exterior lighting vision aims to forge a strong identity and sense of
place, creating night-time character. The lighting will also ensure the safe
navigation for pedestrians, cyclists and other modes of surface transport
moving throughout the site.

It is envisioned that the primary wayshowing element will be the station

building itself, lit from within at night, and acting as a ‘beacon’ - a clear view
of the destination for arriving customers.

The main vehicular approaches, along the tree-lined boulevards will

be illuminated by luminaires mounted on lighting columns. Additional
luminaires will uplight the adjacent trees, creating a visual corridor leaded to
and from the station.

Tall masts will provide a broad spread of area lighting to the car parks. This
approach allows for the number of lighting columns to be minimised and will
make lighting equipment less obtrusive because there are fewer columns
and the light sources are further from the field of view. This helps to keep the
focus on main routes and on the station as the destination.

For the main pedestrian routes through the site, lighting will be on a
more human scale, with lower-level urban lighting to promote intuitive
wayshowing to the stations at any time of day. These closer-spaced columns
provide a visual cue by day delineating the primary direction of travel, distinct
from the area lighting of the car parks and the different feel of the station
plazas.

Focused directional lighting will be specified, especially at the perimeter of

the site, to ensure that light pollution and obtrusive light to neighbouring
areas is minimised. This shall also minimise light spillage to bat foraging
habitats in areas adjacent to the site, such as along retained tree lines,

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woodland edge and the Holywell Brook grasslands. Warmer, 3,000K lighting
is proposed for all external areas, as this warmer light is more likely to reduce

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displacement of bat commuting routes.

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The public realm also provides several opportunities to incorporate light art

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to create playgrounds for nighttime engagement, which should be explored
as the design develops beyond Scheme Design.

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Figure 118: Key movement paths across the HS2 Interchange Station site

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Car Parks, Vehicular and Pedestrian Routes
Main vehicular approaches, along the tree-lined boulevards, will be
illuminated by luminaires mounted on 6m high lighting columns. Dedicated
luminaires mounted on the same columns will uplight the adjacent trees,
creating a visual corridor leading to and from the station.

Tall masts (10m) will provide a broad spread of area lighting to the car parks.
This approach allows for the number of lighting columns to be minimised
and will make lighting equipment less obtrusive because there are fewer
columns and the light sources are further from the field of view. This helps to
keep the focus on main routes and on the station as the destination.

For the main pedestrian routes though the site, lighting will be on a more
human scale, utilising lower-level urban lighting (5m columns and bollards)
to promote intuitive wayshowing to the stations while activating public C
night-time use of the external environment. These closer-spaced columns
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also provide a visual cue by day delineating the paths distinct from the area
lighting of the car parks and the different feel of the station plazas.

The lighting along for all routes and car parks is primarily focused downwards
so as to minimise glare and to avoid unnecessary light pollution. A

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Figure 119: Sketch plan and sections indicating car park and primary route lighting strategy

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6.13 Site-Wide Furniture

In general the site furniture will follow the protocols

established within HS2s station common design elements.
This will include litter bins, finger sign posts and digital
display boards.

The features which will be non-standard will be the seats

and benches, particularly those in the East and West Plazas
and on the South Terrace. The furniture will be fabricated
with a reinforced concrete core clad in hardwood.

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Figure 120: Site wide furniture strategy

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 BENCH TYPE 1 BENCH TYPE 2 BENCH TYPE 3 BENCH TYPE 4 BENCH TYPE 5 BENCH TYPE 6
(with variations)

Timber bench with concrete plinth. Timber freestanding bench. Timber bench on concrete planter (end Timber bench with concrete plinth. Timber bench on corten planter. Proprietary timber bench to rest points.
Located on the East Plaza. Located on the East Plaza. geometry varies depending on location). Located on West Plaza. Located on South Terrace. Located in car parks.
Located on West Plaza.

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6.14 Landscape Finishes and Materials

NATURAL CONCRETE RESIN

STONE BLOCKS FOOTPATHS

Location : West Plaza Location : East Plaza , All Car Park Location : NMU Route and paths from
Material : Granite Footways East Plaza to Car Parks A and B
Depth : 63mm Material : Exposed aggregate concrete Material : Natural Aggregate
Joints : 6-8mm blocks Crushed stone-gravels
Finish : Flamed or fine picked Depth : 80mm in vehicle areas and Depth : 18mm
Pattern : Final pattern to be developed at 65mm in pedestrian only areas Joints : NA
detailed design stage. Assumed Joints : 2mm sand filled Bedding: Laid on Macadam footpath
to be set course widths. Finish : Exposed coloured aggregate Min Slip Resistance: Resistance PTV to BS 7976-2 of
Unit Sizes : Min 450- Max 900, Length Unit Sizes : Min 200x 100 40 on flat areas and 45 on slopes
Granite to width ratio not to exceed Kellen Min Slip Resistance: PTV to BS 7976-2 of 40 on flat Natural Aggregate Edgings : Galvnised Steel
Mimas Flamed Breccia Rosso Barley Butter
1:1.5 unless Annex A of BS EN areas and 45 on slopes Manufacturer: Everedge
1341.2012 indicates that this Bond : Herringbone only in vehicle Ref: Titan
can be exceeded. areas, Herringbone or half Depth: 150mm
Min Slip Resistance: PTV to BS 7976-2 of 40 on flat lapped stretcher in areas only Thickness: 4.0mm
areas and 45 on slopes subject to foot traffic. Bedding : Set on concrete race with
Shape: Units to be cut as a Bedding: Laid as a flexible construction bottom 100mm of the edge
parallelogram with east west on a compacted sand bed. Laid set into the race
sides running perpendicular to over a Type 1 base to engineers
the Station Grid, while north, details.
south sides run with the 45deg Edgings : Matching concrete kerb edge
(nom) angle of the roof. with min 100mm exposed
Bedding: Laid as a rigid construction on width.
a porous engineered bed such
as Steintec tuffbed. Laid over an
RC slab to engineers details.
Movement Joints : Max 9 Metres with bays not
exceeding a ratio of 1:2

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 CONCRETE SLABS PLANTER EDGES CORTEN
ON PEDESTALS AND EDGINGS PLANTERS

Location : South Terrace Location : West Plaza Location : South Plaza

Material : Kellen Material : Reinforced Concrete Walls Material : Corten Steel
Depth : 80mm Depth : Min 300 Special Features: High backed timber seats
Joints : 5 mm, open Special Features : 35mm fillets to all exposed mounted onto Corten bases
Finish : Sferio edges 75mm wide Gravel filled
Pattern : Grid Finish : Fair faced equivalent of BS drip trims around base of all
Unit Sizes: 600 X 600mm EN 13670 : Plain Finish and/or planters
Min Slip Resistance: Resistance PTV to BS 7976-2 of as specified for exposed fair
40 on flat areas and 45 on slopes faced elements elsewhere.
Kellen Reinforced Concrete Corten Steel
Bianco Perla

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BOLLARDS SEATS BENCHES

Location : East and West Plazas Location : East & West Plazas and South Location : Car Park Rest Points
Material : Stainless Steel Outer Sleeve Terrace Material : Hardwood slats- iroko,
Features : Contrasting Visibility Strip Material : Galvanised Steel Frame, cummaru or similar
Hardwood slats- iroko, Length : 1800mm
cummaru or similar Backrest : Fitted to at least 30% of all
Dimensions : All seats have high backs which benches with the car parks
extend to shoulder height.
Armrests at max 2400mm
centres
Steel Iroko Features : LED lighting strip to be Iroko
Stainless
installed into underside of front
batten of all seats.

Steel
Galvenised

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6.15 Paving Diagram

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Figure 121: Site wide materials strategy

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6.16 Planting Strategy

The strategy for planting at Interchange is defined by a number of key • Establish a multi- layered planting mix composed of woodland
documents including HS2 design guides and Warwickshire Landscape trees, smaller trees, shrubs, herbs and bulbs.
Guidelines, Arden, prepared by Warwickshire County Council
• Enrich the planting typologies to suit the diversity of habitats
These documents were used to inform a site wide approach to planting which • Plant species mixes which promotes local fauna.
is set out in this document.
Lastly there is a recognition that Green Infrastructure can achieve significant
The themes promoted by all of these guidance documents is to use a benefits in terms of improving air quality. The Interchange site is already a
predominantly native palette of plants. HS2 standards limit the use of large hot spot in terms of pollution with elevated levels of particulates and Nox
trees, predominantly native trees, in close proximity to the track. However generated by the traffic on the M42, A45 & A452 plus the planes landing and
with such a large proportion of the site outside a zone of influence of the taking off from Birmingham Airport. It is now generally recognised that trees
track there are still opportunities to establish a broad range of natives and and shrubs can help to mitigate some of the effects of these pollutants.
some near natives and some notable stands of trees.
The principle planting groups are:
HS2 has legal commitments that it needs to deliver in relation to planting.
The Environmental Minimum Requirements established as part of the Hybrid • Boulevard plantings - 4 rows of Carpinus betulus flanking the east
Bill give prescriptions for planting across the site, including the extent of the and west boulevards
area to be planted and the species mix to be used. • The Eastern Embankment

The Environmental Assessment undertaken at Hybrid Bill stage establishes a • The Hollywell Valley and Flood Plain
quantum of planting that must be provided. • Site Perimeters

Landscape in the Triangle will be delivered on behalf of HS2 by three different • Car parks
contractors as part of different Schedule 17 submissions and work packages.
It will therefore be important to ensure that, as far as reasonably possible,
landscaping is consistent and cohesive across all parts of Interchange.

The fundamental principles of the planting approach are:

• Protect and save the maximum number of existing trees. In
addition, protect existing field hedgerows and grass swards.
• Focus on locally relevant species, specifically Oak and Midland
Hawthorn

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• Ensure that stock is sourced from nurseries that are disease free.

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6.17 Planting

One of the main drivers at Interchange is the need to deliver the quantum 6.17.1 General woodland HEAVY SCREENING WOODLAND
of planting established at Hybrid Bill Stage as defined on the drawings,
and in the schedules of the Environmental Minimum Requirements. The
requirements under the EMRS are :- A range of woodland typologies have been established to deal with a
variety of site conditions.
• Planting to be in accordance with HS2 Procurement Strategy
HEAVY SCREENING WOODLAND
• Species to be drawn from the Warwickshire Landscape Guidelines We are proposing a mix of native trees in three sizes including 16-18 cm
Arden Landscapes 1993-Woodland on Sandy Soils Species List. girth, 12-14cm girth and 90-120cm transplants, with a total number of Small-leaved lime Oak (Quercus Robur) Scots pine (Pinus sylvestris)
trees per hectare of 370, so a tree at an average of 5.2M centres. The (Tilia cordata)
The Plant Procurement Strategy states that Woodland Planting shall be trees will be clumped so there will be some zones within a woodland
installed on a 1.5 m grid. Where the planting is provided for screening HIGH GROUND WOODLAND
block which are devoid of planting.
the spacing should be increased to 1.0M. There is a rider that woodland
habitats can contain rides or glades, so there is an opportunity to reduce In addition, and within the same block , there will be native understorey
these densities where it is relevant to do so to help maintain the identity of at 500 plants per m2, so these plants will be on an average 4.47m
adjacent retained woodland. spacing, but again they will be clumped with zones of grass between.
The entire area is undersown with a grass /wildflower mix.
The approach taken in all areas of woodland planting required to deliver
against the EMRs is therefore aligned with the 1.5m grid. However, where HIGH GROUND WOODLAND
additional planting is to be provided which is not covered by the EMRs, Similarly the planting is based on multiple sizes with an average Field maple (Acer Downy birch (Betula Oak (Quercus Robur)
then a different and more varied regime has been adopted. This is in part to spacings of 4.2metres, but again this will be clumps of trees separated
campestre pubescens
allow larger trees to be planted close to the station, but also to establish a
by open areas of grass.
character that is more reminiscent of a parkland characteristic.
WET WOODLAND
Where possible the locally relevant species predominate, so principally Oak
Again we have multiple sizes of tree with an average spacing of
and Midland Hawthorn.
4.3meters. The trees are underplanted with a wet woodland shrub mix
of Cornus, Rhamnus, Corylus, Prunus and Salix and undersown with a
Excluding the EMRs which are dealt with above the planting typologies
within the drawings are broken down as follows :- wildflower and grass mix. Scots pine (Pinus sylvestris) Common beech (Fagus Small-leaved lime
sylvatica) (Tilia cordata)
WET WOODLAND

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Crack willow (Salix fragilis) White willow (Salix alba) Black poplar (Populus nigra)

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6.17.2 East embankment 6.17.3 Parkland mix 6.17.4 Boulevard
The embankment areas to the east of the Station and the north of the
roadbridge are planted as three zones working away from the track with the Here we just have a small number of semi mature trees in open grassland, The main incoming East and West access roads are lined with double rows
size of planting increasing as the distance from the track increases. predominantly oak. There are only 30 trees in total and they will be planted as of Hornbeam. The trees are arranged to work with the spacing of the light
20-25cm girth trees columns, which are located at 30 metre centres in staggered rows. There are
The middle zone will be planted with a shrub mix of Cornus, Prunus, therefore 4 trees per 30 metres, so a tree every 7.5 metres. The trees are
Crataegus, Corylus, Ilex and Sambucus installed as transplants on a 1.5 metre planted at a range of sizes, those nearest the Station are 50cm girth, those by
grid. Only 50 % of this area will be planted, the rest will be open heathland. the roundabout only 20-25cm girth. This is in part for reasons of cost but also
For the upper zone of the bank again the heathland grass will be used, because the smaller trees will rapidly catch up with those planted as larger
together with the shrub mix. stock.

Cornus Alba Prunus Spinosus Crataegus Monogyna Corylus Cornuta

Sweet chestnut (Castanea sativa) Common beech (Fagus sylvatica) Scots pine (Pinus sylvestris)

Carpinus betulus (Hornbeam) Carpinus betulus (Hornbeam)

Corylus avellana Ilex aquifolium Rosa rugosa Sambucus Nigra

Small-leaved lime (Tilia cordata) Oak (Quercus Robur)

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Fagus Sylvatica Tilia Cordata Oak (Quercus Robur) Prunus Spinosus

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Pinus Nigra Cornus Alba Rosa rugosa Crataegus Monogyna

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6.17.5 East and West Plazas 6.17.6 Hedges 6.17.7 Amenity shrub planting - site wide
Because these are the primary areas of public realm they contain larger, These are predominantly within the reservations and around the edges of In general amenity shrub planting is not used at Interchange. However,
more substantial trees at the outset. The planting will be predominantly the car park. They are native hedge mixes planted in triple rows at 300mm there are some areas where it is employed as there is no suitable
Quercus robur, but it will be supplemented by small leaved lime - Tilia centres. This is denser than recommended but this is because they will be alternative. In essence it breaks down into 2 groups.
cordata, and Beech- Fagus sylvatica. Due to the prevalence of processionary subjected to heavy levels of footfall, and so the hedges do need to be
oak moth, and the current ban on the use on the importation of oak from robust. The perimeter hedges which run around all car parks, and are Medium to high shrubs in wider site areas that are too big for hedging.
Europe, it may be necessary to reduce the reliance on this species, but intended as a device to stop unauthorised access to the parking fields, can This tends to be in the islands at the ends of car park bays. Species tend
this would be highly regrettable, as it is the indigenous tree of the West be planted with smaller stock and as only two rows of plants. to be native or near native and are selected for robustness and ability to
Midlands deal with low levels of maintenance. They are planted as 2 litre stock at
All hedges have an understory or native herbaceous planted as 1 litre 7 per m2. Species include Cornus alba, Rosa rugosa, Ribes sanguineum,
material at 9 per lin metre. This includes Geranium sanguineum, Campanula Viburnum tinus, Viburnum opulus Sterile, Viburnum carlessii. In addition
glomerata, Primula verris, Digitalis purpurea, Filipendula ulmaria, Daucus herbaceous and grasses will be used to supplement the mix, both relying on
carota, Anthriscus vulgaris, Silene dioica. They also contain naturalised low maintenance demanding species such as Geranium maccrorhizum, Iris
narcissus at 10 bulbs per lin metre. foetidissima, Anthriscus sylvatica, Nepeta Walkers Low with grasses being
Carex Testacea, Sesslaria nitida, Calamagrostis and Panicum Heavy Metal.

Bulbs also feature heavily in this area, the predominant species being
Narcissus Rhinvelds Early Sensation for flower in January and the Carlton
for March-April flowering.

Small-leaved lime Common beech Downy birch (Betula Oak (Quercus Robur) Geranium Sanguineum Daucus carota Digitalis purpurea Primula Verris Cornus alba Rosa rugosa Ribes sanguineum Viburnum tinus
(Tilia Cordata) (Fagus Sylvatica) pubescens)

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Viburnum carlessii Geranium maccrorhizum Iris foetidissima Anthriscus sylvatica
Filipendula ulmaria Campanula Glomerata Anthriscus vulgaris Silene dioica

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Carex testacea Sesslaria nitida Calamagrostis Panicum heavy metal

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Calamintha arvensis

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6.17.8 Amenity shrub planting - raised beds 6.17.9 Grasses For Basins, Swales and Ditches:
• For general principals of design for wildlife ponds with no specific target
The raised beds in the West and South Plazas feature low maintenance requirement other than as part of general biodiversity enhancement see
demanding herbaceous and herbs including Geranium maccrorhizum, Iris The site has a number of grass mixes, these all being based on the Pond Conservation 201019 and Pond Conservation 201120
foeridissima, Liriope Big Blue, Nepeta Walkers Low, Bergenia Overture, equivalents of the seed mixes in HS2 Standards. • For see sown sward establishment refer to 7.6.1 Locally appropriate
Kniphofia thomsonii, Salvia mainacht and Salvia nemorosa. Grasses native species should be used.
would be Sesslaria autumnalis, Carex Testacea, Panicum Shenandoah. On The main mixes are as follows • Where there is no suitable donor site a standard river bank seed mixture
the south terrace Amenanthale lessonina and Molinia Windspiel will be with grasses available from commercial seed suppliers should be used,
the predominant feature grasses as they will capture the winds at this Verge with wildflowers : Adjacent to the main highways and consistent with Technical Standard - Lawn,Meadow and Wetland
exposed south west end of the building creating a moving cloud of stems road networks. The verges are also planted with 25000 Narcissus Procurement Strategy.
and seed heads. Amenanthale will be the perfect foil for the rolling form of pseudonarcissus bulbs per hectare.
the roof.
Heathland : Composition adjusted to suit locally indigenous, species.
The edge of the south terrace is planted with a trimmed beech hedge, the Adjacent to the track, these grasses will be sown by MWCC contractor
coppery autumn and winter foliage being the perfect foil for the wood clad
soffit of the roof. Woodland herb layer: Grass, wildflower mix. Areas that do not need to be
stripped to facilitate construction works will retain their existing grass sward.
It is anticipated that where woodland blocks are planted they will be planted
RAISED BEDS PLANTING IN THE WEST AND SOUTH PLAZAS into the existing grass by spraying off the planting locations and then notch
planting into the existing soil.

Wet Grassland areas, specifically making good in the Hollywell Valley.

Seeded with Wet Grassland mix adapted to suit local conditions and native
species composition.

Ditches : Wildflower seed mix plus 2litre marginal herbs at 9 per m2 such
Geranium maccrorhizum Iris foeridissima Liriope big blue Nepeta walkers low as Anthriscus, Daucus, Digitalis, Primula verris, Silene dioica etc

Amenity Lawn : To West Terrace, a robust, hard wearing, low maintenance

mix that has good visual qualities.

In Grass areas, as an alternative to seeding it is permissible to establish

grassland by:

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Kniphofia thomsonii Salvia mainacht Salvia nemorosa Sesslaria autumnalis
Seed can be sourced from suitable donor sites using 1) green hay 2) seed

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SOUTH TERRACE collected by brush harvesting a hay meadow, or 3) seed can be purchased This

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should be specified and based on the availability of local donor sites, the timing
of the works and availability of seed (see Figure 3.2).

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Amenanthale lessonina Molinia windspiel Beech Hedge

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6.17.10 Attenuation basins 6.17.11 Station pond edge

Angelica sylvestris Mentha aquatica Iris pseudacorus Achillea ptarmica Sagittaria saggitifolia Mentha aquatica Iris pseudacorus Achillea ptarmica

Lythrum salicaria Hordeum Cynosurus cristatus Briza media Lythrum salicaria Hordeum secalinum Cynosurus cristatus Briza media
secalinum

Festuca rubra Geum rivale Festuca rubra

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6.18 Locally Relevant Planting

There is an opportunity when selecting a planting palette to weave some Meadow Hedge
locally relevant species into the mixes. There is a rich variety of species to Aquilegia vulgaris Genista tinctoria
draw from in the surrounding Warwickshire countryside as well as within the Sisymbrium Sophia Rosa mollis
triangle site and ensuring this thread is continued within the proposals will Hypericum Androsaemum
add a unique aspect to the scheme and aid biodiversity. Geranium pyrenaicum Hedge Understorey
Erodium cicutarium Adoxa moschatellina
A rich source of native plants that have been found growing locally to the Chrysosplenium alternifolium Hypericum Androsaemum
Prunus Padus Pyrus torminalis Rosa mollis Salix fusca
Blythe Basin is 'The Flora of Warwickshire - The Flowering Plants, Ferns, Cotyledon umbilicus Geranium pyrenaicum
Mosses & Lichens' by James E Bagnall, written in 1891. This source, although Anthriscus vulgaris Anthriscus vulgaris
not current, is still very relevant as it lists species found in the Blythe Basin Filago minima Myosotis repens
that are still very much appropriate today. Anthemis arvensis Pinguicula vulgaris
Campanula patula Calamintha arvensis
Calamintha arvensis Gagea fascicularis
A total of 882 flowering plants, ferns and fern allies were noted as present in
Festuca fallax Asplenium scolopendrium ‘Angustifolia’
the Blythe Basin alone. This indicates a very rich and diverse flora that should
Polypodium vulgare
be considered and enhanced through the planting design at Interchange. Ditch/ Swale Aquilegia vulgaris Barbarea intermedia Radiola linoides Nitella flexilis
Barbarea intermedia Trees
Within our planting plans and specification we have included locally relevant Hypericum elodes Prunus Padus
species drawn from this source throughout the various mixes, these species Myriophyllum spicatum Pyrus torminalis
are indicated with (LS) Locally relevant species. Menyanthes trifoliata
Narthecium ossifragum Wet Woodland Understorey
Carex elongata Salix fusca
Carex curta Salix argentea
Pilularia globulifera Geranium pyrenaicum Calamintha arvensis Asplenium Osmunda regalis
scolopendrium
Wet Woodland Herbs ‘Angustifolia’
Attenuation Basin Carex elongata
Radiola linoides Carex curta
Taraxacum palustre Narthecium ossifragum
Menyanthes trifoliata Alopecuurus fulvus

Pond Shady Woodlands

Menyanthes trifoliata Asplenium scolopendrium ‘Angustifolia’
Limosella aquatica Botrychium lunaria
Juncus diffusus Polystichum lobatum

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Lemna gibba Polystichum angulare
Eleocharis multicaulis Polypodium vulgare

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Scirpus caespitosus Osmunda regalis
Nitella opaca

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Nitella flexilis

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Sagina ciliata
Title page and extracts from ‘The Flora of Warwickshire - The Flowering Plants, Ferns, Mosses & Lichens’ Sagina nodosa

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by James E Bagnall

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7. Accessibility and Inclusivity

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7.1 External Environment

7.1.1 PRM Strategy station and can locate it easily. However some PRMs are required to travel 7.1.5 Street Furniture
approximately 150m to reach the station’s entrance, exceeding the 50m
A PRM Operational Plan is currently being developed by HS2 Ltd. While this maximum required by BS 8300-2: 2018. Street furniture has been designed and placed so that it does not interfere
PRM Operational Plan is being compiled the following assumptions have with the main pedestrian flow.
been agreed as a PRM strategy: PRM parking bays for staff are located in Car Park C and will be differentiated
from passenger PRM parking bays. They will be designed and provided in It is proposed that seating will be located at 50m intervals, to mitigate the
1. No outdoor PRM buggies will be used inside the station building or
accordance with BS 8300-1: 2018. extended travel distances within the car parks, along the bus route, and along
on the platforms the route from the taxi drop-off to the station’s entrance. Within the car park,
2. PRM passengers will travel independently or assisted in a The taxi drop-off is partially covered, is located to the east of the site and is seating will not be covered, however outdoor seating will be designed to
wheelchair/electric wheelchair inside the station and on the provided with dropped kerbs to enable step-free access for PRMs. Pedestrian prevent rainwater collecting in any part of the seat and to allow the seat to
platforms access from the taxi drop-off to the station entrance is via a 1:40 graded dry relatively quickly.
route, and subsequently via a footbridge.
3. Seating will be located at least every 50m inside the station to allow Seating should be provided with backrests and some seating will be provided
passengers to rest The travel distance from the taxi drop-off to the building entrance is with and without armrests to allow for flexibility in use.
4. PRM passengers will be able to call for assistance from help points approximately 150m (exceeding the 50m maximum required in accordance
with BS 8300-2: 2018). It is proposed that this is mitigated by the PRM Bollards are provided within the West Plaza for security purposes. They have
provided at key locations, and at least every 50m in the blue badge
Strategy. been designed to have a visually contrasting band applied to make sure they
parking area
will be seen against the background. Droppable bollards are provided in
5. PRM passengers will be able to call for assistance from a help point There will be a bus stop located next to the West Plaza. The travel distance locations for access for emergency vehicles.
in the taxi / drop, in order to travel to the station entrance from the bus stop to the entrance is 180m (exceeding the 50m maximum
required in accordance with BS 8300-2: 2018), however this is via a
Help-points, to request assistance, will be located at 50m intervals within the pedestrianised route, and it is proposed that this is mitigated by the PRM
PRM bays of Car Park C, and at key locations for the other parking spaces. Strategy.
Within Car Park A and Car Park B, they will be located at regular key locations
(approximately every 100m) 7.1.3 Cycle Parking
7.1.2 Car Parking and Setting Down Points Cycle parking is located on a pedestrianised area on the East and West Plaza
and will designed in accordance with BS 8300.
Three customer car parks are provided to the site, namely Car Park A, Car
Park B, and Car Park C, containing a total of 7,400 parking bays. The car parks Sheffield stands are provided in order to allow flexibility in storage of
are located to the north and to the south of the site, and relate to the site’s different types of bicycles. Within the cycle parking, access routes to the
intermodal connections. The car parks and the intermodal connections are accessible stands will achieve at least 1.2m in clear width to accommodate
set out in order to avoid traffic congestion. adaptive cycle parking transfer.

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Car Park A, Car Park B and Car Park C have been developed as surface-level 7.1.4 Animal Spending Areas

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car parks. This has resulted in extended travel distances from the PRM
parking bays to the station’s entrance, exceeding the required maximum An animal spending area is provided in the PRM area of Car Park C, accessed

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limit of 50m required by BS 8300-1: 2018. The extended travel distances to all via appropriate and safe crossing points.

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car parks have been further mitigated by the provision of the PRM Strategy.

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Car Park C contains 440 PRM bays (i.e.: 6% of the total number). All

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PRM parking bays are located so that passengers have clear sight of the

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 A
B
S

Interchange Station

Car Park A
A

Car Park B
B

Car Park C
C

Short Stay Car Park

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PRM Parking
C

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Bus Stops

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Cycle parking

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7.2 Station Building

7.2.1 Entrances
There are two entrances to the building, both of which are step-free. One
is located to the north-west of the station, accessed via the West Plaza,
and the other is located to the east of the station, accessed via a footbridge A
connecting the taxi drop-off to the station.

All entrances contain doors which will be locked open during station opening
hours, in order to provide a barrier-free route. The clear opening width of the
doors, when held open, will be at least 2000mm. A

The east entrance will be via a footbridge link from the taxi drop-off, and Car
Parks A and B. The footbridge will be open during station opening hours. The
footbridge, and all circulation routes across the site and the building, will
have a consistent, suitable anti-slip flooring surface. Ea
st B
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Wayfinding information will be consistently provided through signage tra
nce
located at the entrances, along key passenger routes and intersections, 40%
and along both the unpaid concourse and the paid concourse, to direct
B
passengers to the lifts and the platforms.
Service Entrance

North Entrance
60%

Access control
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Service Road

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7.2.2 Horizontal Circulation Due to the extended travel distances between concourse to lift, and platform
to train, seating (incorporating wheelchair user spaces) will be provided at
The routes from the concourse to the platforms are covered and are enclosed regular intervals at a maximum of 50m apart to allow people to rest along the
by a balustrade of 1.8m in height for safety and weather protection. The accessible route.
balustrade is designed to have glazed panels in the upper third to create
better sight lines to onward destinations. Along the platforms, help points will be located in close proximity to the
seating in order to allow customers to call for assistance.
Corridors within the public areas of the station have a minimum clear width
of 2.6m, to allow PRMs to pass each other comfortably, exceeding the Platforms will be equipped with Platform Edge Doors (PEDs), therefore only
minimum recommendations of 1.8m within BS 8300. a visually contrasting guidance path will be provided to guide passengers to
the platform edge. The design of the PEDs and the guidance path has not
Along the circulation routes the presence of glass doors, and glass partitions, been finalised. Any glazing will have manifestations to be provided at the
will be made apparent with permanent manifestation within two zones, from correct heights and to visually contrast with the background they will be
850mm to 1000mm from the floor and from 1400mm to 1600mm from the seen against. Similarly, the guidance path will visually contrast against the
floor, contrasting visually with the background seen through the glass in all platform surface.
light conditions.
7.2.3 Vertical Circulation
Doors have clear useable width of 900mm and are operable by people with
limited dexterity or mobility. Where thresholds are installed on a horizontal Four sets of passenger lifts allow passengers to transfer between concourse
route (usually at doorways), they will contrast with the surrounding floor and and platform level, accessible directly from the paid concourse.
will not be higher than 15mm.
Step-free access to the staff area at plant level, is achieved by means of lifts,
Gatelines are provided along the access routes from the unpaid concourse to as well. Along the platforms, passenger lifts can also be used as evacuation Figure 122: Vertical circulation
the paid concourse. Accessible gates, with a minimum clear width of 1m, are lifts. Lifts used exclusively for evacuation are located at each end of the
provided wherever gates for non-disabled customers are provided. platform. Escalators are located in close proximity to the set of passenger
lifts. Stairs will be located at each end of the platform and will provide access
Platforms are straight, with a length of approximately 415m to accommodate between platform level and concourse level only for emergency.
the high speeds trains. They have width of 12m which includes a clear 3m
width along each platform edge, in accordance with HS2 requirements. Lifts are designed in accordance with the HS2 Inclusive Design Standards
for width (at least 1600mm), depth (at least 2100mm to accommodate a
The platform/train interface is level and the platform/train interface contains stretcher) and height (at least 2300mm).
a minimum gap to allow direct, step-free access for wheelchairs and buggies.
No ramps are required within the station as access areas have been designed

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Platforms have a maximum cross fall of 1:50 to allow for drainage and have a to be level. Any gradients in surfaces for drainage will not be steeper than
good level of slip resistance and a smooth and consistent surface texture. 1:50.

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Escalators will comply with BS EN 115: Safety of escalators and moving

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Platforms are level in front of lifts and escalators. A minimum 3.5m head
height above escalators, and to lift lobbies is provided. Entrances to walks, Construction and installation. Sufficient clear space is given to

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platforms from lifts, and from escalators, are parallel to the platform edge to passengers at the top and bottom of escalators to get on and off the
enhance legibility and navigability. escalators safely.

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7.2.4 Passenger Facilities
Passenger facilities are provided within the concourse and will be clustered in
close proximity to each other to make the services more accessible and easier
to locate. These will contain:
• A Customer Experience Hub (CX Hub), provided within the main
concourse, with information screens placed along the wall between
the CX Hub and the seating area, so that they can be seen when
entering via each entrance. Information screens are also provided
along the footbridge.
• A quiet / multi-faith room, located opposite the CX Hub for any
passengers who require a quiet space to retreat to or a place to
pray.
• Changing Places Facilities will be provided on each platform and in
the unpaid concourse.

7.2.5 Staff Facilities

Staff facilities such as offices and welfare spaces will be provided at plant
level. These will be in close proximity to the staff accessible toilet and shower.

All staff accessible sanitary provisions are accessible and step-free. Toilets Baby feeding room Wheelchair accessible toilet
and showers will be provided for all employees, including wheelchair
accessible equivalents. All layouts and internal sanitaryware will be Enlarged toilet cubicle Gender neutral toilet
positioned in prescribed locations and designed in accordance with BS 8300
to allow for dignity and privacy in use.
Family cubicle Baby change facility
Wheelchair accessible toilets will be provided on each platform for use by
drivers and platform staff only. These will be accessed directly from the staff Ambulant disabled cubicle Multi faith / quiet room
rooms provided.

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Changing places facility Customer experience hub
The retail units are not proposed to have their own toilet facilities, toilets are

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provided on concourse for passengers, which will be usable by retail staff. An
additional multi-faith room / quiet room is located in close proximity to the

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staff sanitary facilities and staff offices at plant level, for staff use.

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Figure 123: Passenger facilities within Unpaid Concourse

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 Escape to
7.2.6 Means of Escape Carpark A

Safe and inclusive access and egress has driven the design and intended
operation of the platforms. In an emergency, Persons of Reduced Mobility
(PRMs) are able to evacuate unassisted from the station environment as part
of a managed evacuation process, through the use of the main passenger lifts
or evacuation lifts at either end of the platforms. Refuges are not used as part
of the public evacuation strategy in HS2 Stations.
Escape to East plaza
Level egress is provided from the concourse and lower ground. Occupants
can evacuate via/from the platforms using evacuation lifts, depending on the
fire location. PRMs can reach a place of safety as indicated below:
• Within 12 minutes from concourse level (in accordance with
Network Rail guidance)
• Lower ground level is designed in accordance with BS 9999. Travel
distances do not exceed 22m in a single direction and 55m overall Escape to
(based on an A2 risk profile – it is assumed that PRMs will not be public footpath
within the plant rooms which are A3).
• Within 8 minutes from platform level (in accordance with Network
Escape to West plaza
Rail guidance)

PRMs are able to carry out their evacuation journey unaided should they wish
to do so, in some instances a managed approach to evacuation, such as the
operation of lifts, may be required by trained staff.

The design of the evacuation lifts has been designed in accordance with BS
9999 Annex G and relevant provisions of BS EN 81-20 and BS EN 81-70. All
evacuation lifts have been designed to accommodate a stretcher, with a
depth of at least 2100mm in accordance with BS EN 81-70 and HS2 Inclusive
Design Standard.

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Escape stairs from the platform to the escape overbridges (north and south)

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will each have a clear width of at least 1800mm. The escape stair at the

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southern bridge which goes from bridge level to ground level (final exit) will

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have a total clear width of at least 3600mm and be provided with a central
handrail. Escape stairs will be designed in accordance with BS 5395-1:2010.

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Escape stairs will be designed in accordance with Approved Document K,
as a minimum, and will have at least three steps and a minimum width of

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1600mm in accordance with the PRM TSI.

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Figure 124: Evacuation routes

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7.3 Built Environment Accessibility Panel

Consultation with the Network Rail’s (NR) Built Environment Accessibility

Panel (BEAP) took place on 5th September 2019 to discuss the Inclusive
Design elements of the station.

The scheme was well received, and the following items have informed the
design :
• Safety around planting.
• Colour contrast materials, especially for bollards.
• Cycle parking and conflict with pedestrians

In addition there are other points such as the assistance for PRMs that will be
addressed as the Operational Strategy for the Station is developed.

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8.1 Access and Maintenance

8.1.1 Access and Maintenance Introduction 8.1.2 Access and Maintenance Strategy Overview Access to the roof by external stair. Once on the roof walkways
are provided over gutters, steps provided on 20° slopes. Cableline
Access and maintenance to the buildings and assets is an important The image below summarises the basic access and maintenance strategy
restraint system for fall protection
consideration. Access is required to maintain the visual aesthetics as well options currently proposed.
as to undertake necessary planned and reactive maintenance to ensure Roof skylights, access from walkways and cableline restraint system
continued operation and to prolong the life of assets. Safety of operatives North and south glazed elevations accessed by MEWP from
undertaking the works is a key consideration for any access and maintenance concourse level Internals, MEWP for access to roof soffits and internal face of
strategy. skylights (hidden in image)
West elevation, including shoulder of roof, accessed by MEWP from
ground level and concourse level Platform canopies and bridged roofs, access by hand with nonslip
An access and maintenance strategy review has been developed to walkways and cableline restraint system
document and summarise the recommended strategies for external and East elevation, by hand from concourse level and from canopy roof,
no access to roof shoulder or above (hidden in image) Platform canopies soffits access by small MEWP and / or access
internal facade access. tower (hidden in image)
East elevation, roof shoulder by rope access or extendable pole
The strategies have been developed up until Scheme Design, and further
development will be required in following stages.

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Figure 126: Colour coded access and maintenance strategy summary

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8.2 Roof

8.2.1 Roof Access

1.
Access to the roof will be required to enable cleaning and maintenance.
The skylights and gutters will require relatively regular access, anticipated
to be on a 6 monthly basis. Therefore, due to the need for regular access, a
permanent means of roof access is recommended.

Access to the roof will first be via one of two permanent stairs in the
accommodation blocks to the concourse accommodation block roofs. These
stairs will be in back of house locations. The accommodation block roofs will
have handrails for fall protection. Once on the accommodation block roofs,
a door / hatch in the vertical facade on the east elevation will lead to the paid
concourse canopy outside. The canopy will have a cableline restraint system
for fall protection. Two external stairs enable access to the roof. The stairs
will be bespoke, and require handrails and a fall arrest system.

2.
8.2.2 Roof Access - Fall Protection
Access around the roof will be predominantly by following the path of the
gutters. There are two options considered for fall protection;

1. A cableline restraint system and stepped walkway option (first image);

2. An option which relies more on rope access but does not need as many
posts or steps (second image).

The following will be provided for fall protection at roof level:

• Cableline restraint system (cyan dotted lines);

• Walkways over the gutters for slopes less than 15˚ degrees;
• Stepped walkways for slopes over 15˚ (yellow hatch);

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• Rope access anchors (red circles);

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• Roof access ladders (purple).

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Figure 127: Indicative walkway and steps over gutters Figure 128: Indicative rope access anchor Figure 129: Indicative cableline restraint system

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8.3 Facades

8.3.1 Facades and MEWP Overview

Low level facades will be accessed by hand, with extendable poles or by
podium steps. Taller facades will however, require specialist equipment such
as Mobile elevating work platforms (MEWPs).

Platform bridges and canopy roofs - nonslip walkways and cableline

West facade - articulated boom MEWP East facade - above canopy by hand from canopy
restraint systems
Platform facades / soffits - access by small vertical MEWP, access
North and South facade - articulated boom MEWP East facade - Below canopy by hand from ground floor
also possible via small scissor lift
East faced - adjacent to building maintenance zone, scissor lift only. Internal roof over accommodation blocks - MEWP outreach from
Internals, lower - single person vertical work platform
Articulated boom to wide and proximity to OLE a risk therefore, concourse or cleaning poles from accommodation roof. Limited
access to immediate vertical facade only access provided
Internals, higher - articulated boom MEWP
Roof - access by external stairs, walkways, steps, cableline restraint
system and rope access anchors provided

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Figure 130: Facade and MEWP strategy overview

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9. Sustainability

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9.1 HS2 Sustainability Goals

HS2’s ambition is to build the most sustainable high speed railway of its
kind in the world. The aim is to develop a high speed railway network which
changes the mode of choice for inter-city journeys, reinvigorates the rail
network, supports the economy, creates jobs, reduces carbon emissions and
provides reliable travel in a changing climate throughout the 21st century
and beyond.

Overarching the project, HS2’s sustainability policy identifies five themes

reflecting the economic, environmental and social aspects of sustainability,
as detailed on the right. These guide the design, construction and operation
of HS2.

Figure 131: HS2 Sustainability Goals

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9.2 BREEAM

BREEAM (Building Research Establishment Environmental Assessment BREEAM uses a percentage system to award ratings based upon credit
Methodology) is a method for rating and certifying the performance of scores obtained from each of the 9 sections plus the Innovation section. Each
domestic and non-domestic new buildings and refurbishment projects. section is individually weighted and culminates in an overall BREEAM credit
score (%) and a BREEAM rating. HS2 has targeted BREEAM Excellent as a
BREEAM covers various categories of sustainable design. Each category is requirement for the Station.
sub-divided into a number of assessment issues focussed upon sources of
impact on the environment. Each sub-issue is assessed against a pre-defined The wider site masterplan and urban realm proposals for the Station play
performance target or standard and awarded on a ‘credit’ basis. a significant and meaningful part in contributing to the creation of a more
sustainable and environmentally conscious design for the station which take
The issues and categories are as follows: into account its landscape setting. The proposals have been developed to
help deliver a climate resilient scheme including strategies for hard materials,
• Management
street furniture and planting proposals.
• Health and Wellbeing
Sustainability initiatives have been reviewed and coordinated within the
• Energy
design team to develop a series of proposals that contribute to the targeted
• Water BREEAM credits whilst also adhering to HS2 Technical Requirements.
• Transport
The diagram on the next page establishes the elements of the landscape and
• Materials urban realm proposals that can contribute to the targeted BREEAM credits.
• Waste
• Land Use and Ecology
• Pollution
• Innovation

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9.3 Sustainable Strategies

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Rainwater Harvesting Birmingham Airport close by. Recent research work has shown that green structures and piles, reducing construction activity (noise and vibration) and
infrastructure and planting can have a significant beneficial effect in terms the use of concrete
The design incorporates rainwater harvesting by directing run-off from of reducing the level of exposure to air pollution. Working with the Forestry
the station building via a network of underground pipes into a rainwater Research Group at the University of Birmingham, the design team has been Following the separation of very small volumes of suspicious materials from
harvesting tank. This will assist in providing part of the building’s water able to develop a programme of study aimed at improving Air Quality within cut earthworks, testing is expected to show that only 0.5% of Made Ground
requirements. The estimated volume of the rainwater harvesting tank is HS2’s operational area. materials from cut volumes need to be removed from site for disposal (or
150m3. Overflow from the tank will be drained into the retention pond to the potentially used elsewhere on HS2). This is a critical assumption that will
south of the station. require review when the EWC’s revised Remediation Strategy is available.
Transport The approach to earthworks has also been developed to render soft/wet
materials found on parts of the site to be suitable wherever possible for
Landscape The Station will serve a significant number of passengers arriving by private
re-use within the station earthworks for car parks, for which the geotechnical
car. Due to its proximity to Birmingham Airport and the NEC, it will also serve
The landscape approach is seeking to: the airport and major events via a People Mover which will connect with demands are limited.
• conserve and enhance the landscape character, use local materials, Birmingham International Railway Station.
and where possible, retain distinctive features; Sustainability, Energy and CO2 emissions
The Station will provide transfer to other transport modes including taxi,
• enhance the landscape character through the adoption of a bold bus, People Mover and private cars. Interchange with buses, coaches, taxis A holistic approach which takes into account the building design and
design strategy; and Drop & Go facilities is sited as close as possible to the station forecourt, proposed MEP engineering system is essential in achieving the energy target
• restore landscapes that have lost or are losing their intrinsic to encourage the use of more sustainable transport options, with surface car and optimising the building performance. The energy strategy proposed for
parks located immediately beyond the other multi modal provision. the station development is based on the incremental approach of “Be Lean
qualities; and

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use less energy”, “Be Clean- meet demand efficiently” and “Be Green- use
• transform landscapes by increasing opportunities and Cycle routes are provided to allow north-south and east-west transit through low-and zero carbon (LZC)/ renewable technologies”. The Station is required
connectivities. the triangle. Each cycle route consists of a minimum 3.0m shared-use to meet the following energy targets:
pedestrian and cycle path. At the triangle boundary, the routes link with the
• Planning requirement- low or zero carbon energy generation will be
The West Plaza references the Green and Blue Infrastructure of the site, off-site cycle facilities designed by EWC. The existing link across the site that
is currently via Middle Bickenhill Lane is maintained as a route for cyclists and provided to meet a carbon reduction equivalent to a minimum of
for example, rainwater from part of the station the roof will be collected
and directed down to ground level and expressed through a series of basin pedestrians. 20% of predicted energy requirements.
features. This is in addition to the rainwater harvesting described above. • HS2 requirement for all new buildings which are required to comply
The key features of the West Plaza area are a series of linear bands which Cycle storage is located both on the west and east plazas, in close proximity with Part L of the building regulations will achieve a building
incorporate raised planters, rolling lawns, and dwarf walls with integral seats, to both entrances and is integrated in the urban design strategy. The cycle CO2 emission rate (BER) of less than or equal to zero kgCO2/m2/
all taking their cues from the articulation of the station roof. Set between two provision consists of 176 cycle parking spaces. Space planning allows for the annum.
legs of the roof at the end of the primary circulation corridor is a shallow pool potential 5% mode share (400 cycle parking spaces) to be accommodated in
or rain garden. This sunken bed will accept rainwater discharged from the the future. • BREEAM “Excellent”.
station roof, feeding it into the connecting ditch. Large sandstone boulders
or megaliths, hopefully excavated during the HS2 excavations, will be located The car parking also makes provision for Electric Vehicle (EV) charging. EV
within this bed. charging facilities will be located in Car Park C and comprise provision to
provide power to 222 spaces.
As part of the SuDs network, there is one drainage basin that is designed
to hold water permanently in order to provide a positive visual amenity Earthworks

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immediately adjacent to the Station concourse. Views over this retention As part of the Station development, earthworks are required over most of
pond being a major part of the passenger experience at the Station.

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the site, however, outside of Stonebridge Quarry, the cut and fill heights are

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modest (typically <2m). The cut-fill balance (i.e. surplus or deficit of fill won
The sides of the basin are heavily planted with trees and shrubs and the grass

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from site) is therefore sensitive to small changes in levels.
on the slopes is left long. This is to reduce the attractiveness of the pond to

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large water fowl. The proposed ground levels have been developed to meet multidisciplinary
design considerations, including highways alignments, pedestrian access

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to the station building, drainage falls to basins and importantly for

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sustainability, targeting an earthworks cut-fill balance to limit the removal/

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Air Quality disposal or import of fill and to reduce associated on-site/off-site vehicle

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The Station is located in an area surrounded by three major roads and with movements. The design has also sought to minimise the number of retaining

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9.4 Sustainable Drainage

9.4.1 Existing Drainage 9.4.2 Drainage Design

There are two known existing watercourses, these are Hollywell Brook and Blue Infrastructure (urban infrastructure relating to water) is a critical
an Un-named watercourse. Hollywell Brook carries flow from the existing component of the landscape and urban realm design for the new Station. A
rural catchment together with controlled flow from Pendigo lake (a flood significant aspect of this is the careful design and integration of sustainable
storage pond within the NEC complex to the west of the site). The Un-named water management through rainwater harvesting, SuDS measures, and
watercourse is understood to drain rural catchments. Both watercourses habitat creation.
discharge into the River Blythe, a designated Site of Special Scientific
Interest. By adopting a SuDs approach, the following techniques have been employed
in the stormwater drainage strategy:
• Infiltration Swales and Ditches within the car park areas with
associated hedgerows and trees to reduce the burden on surface
water drainage whilst naturally irrigating planted areas.
• Non-Infiltration Swales and Ditches in the car park areas (where
infiltration is not possible due to underlying ground conditions);
• Permeable Pavement;
• Rainwater Harvesting for the main station building; and
• Detention and Retention ponds to manage the rate of flow into
existing watercourses.

SuDS elements such as swales and ditches contribute to the drainage

strategy as well as creating a more natural environment within the car parks
with ecological and habitat benefits.
The site wide storm water can be split in following five storm water
catchments:
1. Car Park A and Station Access Roads (Inbound and Outbound A452
Link Roads) - Outfall into Hollywell Brook (Catchment-A);
2. Car Park B and East Station Access Road (East) - Infiltration
(Catchment-B);

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Figure 132: Existing watercourses within the triangle site 3. Car Park C (North Part) and Station Access Road (West) - Outfall into

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Un-named watercourse (Catchment-C);

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4. Car Park C (South Part) and Station Building - Outfall into Hollywell
Brook (Catchment-D); and

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5. Station Platform Drainage - Outfall into MWCC’s track drainage

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(Catchment-E).

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The indicative catchment boundaries are shown on the opposite page.

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Car Park A In the remaining areas of Car Park A, the outflow from swales and ditches will Based on known geological data and ground investigation reports, Car Park
be discharged into Hollywell Brook via a detention basin and piped network. B is considered favourable for infiltration due to the presence of underlying
In Car Park A, shallow depth grassed swales are proposed along the verges Grassed ditches are proposed around the perimeter of the car park to collect sand and gravel. Runoff from the car park is designed to drain into the
and footpaths. Weep holes in roadside kerbs and pipes underneath the runoff through kerbside weep holes which drain into a piped network. permeable pavement for infiltration. Excessive runoff will be drained into
footpaths and verges are proposed to drain the car park runoff into the The drainage networks within Car Park A will be combined and flow into a the infiltration swales through weep holes in roadside kerbs. As such, no
swales. Where the underlying geology is deemed suitable for infiltration (i.e. detention basin where flows are attenuated and discharged into Hollywell detention basin is proposed for this area.
in the central area of Car Park A) swales are designed for a diffused infiltration Brook.
system. The swales are designed to accommodate a 1:5 year rainfall event, Car Park C (north)
i.e. they will be full of water once every five years. They are also designed to Car Park B This catchment drains runoff from the West Station access road and Car
drain down within 72hrs in order to reduce the extent of standing water.
Park (North part) into the Un-named watercourse via a detention pond and
piped network. Open water features are the only conveying system as the
underlying geology in this area is not suitable for infiltration, primarily due to
poor infiltration ground capacity, however, the swales/ditches are not lined so
there will be some infiltration.

In Car Park C, there may be some areas where swales and ditches are not
feasible due to spatial constraints. In these areas, runoff will be collected
using gullies/channels and drain into ditches/swales/pipe network. Weep
holes in roadside kerbs and pipes underneath the footpaths and verges are
proposed to drain the car park runoff into swales.

Car Park C (south)

Drainage from this catchment includes Car Park C (South section) using
swales and ditches with limited piped network, the car park road and
external hardstanding around the station building - gullies/channels with pipe
network; and the station building roof.
Primary pollution treatment is from grassed swales and ditches with
secondary pollution protection as artificial oil interceptors (where deemed
necessary).

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Figure 133: Catchment boundaries across the site

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9.5 Attenuation/Infiltration Basins

In total there are seven attenuation basins at Interchange. The intention is

for these basins to be dry with the exception being the pond closest to the
Station, which remains permanently flooded but has a variable depth of
water. The basins will be grass bowls with shallow inclined sides.

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Figure 134: Attenuation basins and existing waterways at Interchange

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 Car Park

Maintainace Maintenance
access Basin access

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Figure 135: Sketch section of attenuation basin adjacent to the car parks

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9.6 Biodiversity

The station and surrounding environment has been designed to incorporate

areas of mitigation and new habitat creation, to address the loss of areas of
habitat that will result from the station development.

Opportunities to enhance biodiversity are also embedded within the

landscape strategy, for example, by utilising a wide range of planting
typologies, featuring both native and local species, the site will provide varied
food and habitats for wildlife. Habitat creation which will provide foraging
habitat and places of shelter for a range of invertebrates and birds includes:
• Various woodland habitats including wet woodland, high ground
woodland, heavy screening woodland, areas of parkland and
ornamental shrubs (~91,000m2);
• Extensive areas of grassland including wildflower, lineside,
heathland and amenity grassland (including highway verges)
(~96,500m2); and
• Native species-rich hedgerows (~5,265m).

In addition, wetland habitats will be created through the:

• Retention pond to the south of the station with floating, Figure 136: Soprano Pipistrelle Figure 137: Common Blue Butterfly

submergent, emergent and marginal plants to be introduced to the

pond and its edge providing foraging and breeding habitat for a
range of invertebrates, amphibians and birds (~477m2); and
• Attenuation basins (~9972m2) and car park swales (~5265m)
containing marshy grassland which will provide foraging habitat for
a range of invertebrates and birds.

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Figure 138: Computer generated image of the retention pond with surrounding landscape

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9.7 Air Quality

Air quality is an important consideration for the Interchange site due

to the large number of vehicles expected to use the site and the prox-
imity to three major roads. The quality of air will affect the wellbeing
of HS2 customers and staff alike, particularly those most vulnerable
i.e. the very young or aged or those with respiratory issues.

Recent research work has shown that green infrastructure and plant-
ing can have a significant beneficial effect in terms of reducing the
level of exposure to these damaging pollutants. Working with the
Forestry Research Group at the University of Birmingham, the design
team has been able to develop a programme of study aimed at im-
proving Air Quality within HS2s operational area.

Large scale planting will be effective in offering site wide mitigation, a

15-metre-high tree belt is proposed which will reduce pollution effects
for as much as 50 metres downwind. The most beneficial effects will
occur where a barrier is placed between the pollution source and the
receptor. Therefore, planting within the car parks, where pedestrians
will be walking is where the mitigative effects are likely to be most
beneficial. The detailing of the car park reservations where the path is
contained between hedges will be a very effective method of reducing
pollution levels.

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• EXTEND/PROTECT: GI screening to keep pollution at source where people are near roads
• A barrier of height, (H) protects up to (3H) - 3 metres downwind under the right wind conditions.
E.g. A 2m high barrier can protect up to (3 x 2) – 3 = 3m downwind
E.g. A 10m high barrier can protect up to (3 x 10) – 3 = 27m downwind
• When and where is Green Infrastructure useful?

From: Hewitt, C. N., Ashworth, K., & MacKenzie, A. R. (2019). Using green infrastructure to improve
urban air quality (GI4AQ). Ambio, 1-12.

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• EXTEND/PROTECT: temporary screens during construction
• EXTEND/PROTECT: GI screening to separate people and pollution, e.g. green tunnels and hedges

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Ferranti, E. J. S. and MacKenzie, A. R. and Levine, J.G. and Ashworth, K and Hewitt, C.N. (2019) First Steps in Air Quality for

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Built Environment Practitioners. Technical Report. University of Birmingham & TDAG.

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9.8 Building Sustainability and Energy Strategy

9.8.1 Planning and Regulatory Requirements

The station design adopts Solihull Metropolitan Borough Council’s Draft
Local Plan P9 “Mitigating and Adapting to Climate Change” by:
• Reducing energy demand through energy efficiency measures.
• Supplying energy efficiently
• Providing energy from renewable or low carbon sources.
• Promoting connections for electric vehicles
• Adopting a layout and design that minimises the need for energy
for heating and cooling.

The hierarchical energy strategy proposed is based on the following

principles:
• Be Lean- Reduce energy demand (“passive design”): Reduce energy
demand in the first instance using passive measures.
• Be Clean- Meet demand efficiently (“energy efficiency”):
• Supply energy efficiently by using high efficiency technologies. Figure 139: HS2 Energy strategy

• Supply energy from high efficiency source.

• Be Green: Use low-and zero carbon (LZC) / renewable
technologies.

In order to meet the planning requirement of at least 20% of the predicted

energy requirement of the development to be produced by low or zero
carbon technologies and HS2 requirement for the building CO₂ emission
rate (BER) to be less than or equal to zero, the approach taken has been to
create a more effective building design which focuses on reducing the energy
demand in the first instance, prior to applying low carbon technologies and

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renewable energy technologies.

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The station building design maximises the benefits of natural light, uses
controlled daylight, controlled sunlight and natural ventilation to create a

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comfortable internal environment for occupants and also minimises energy

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use by minimising the requirement for the use of electric lighting during
daylight hours.

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Be Lean Be Clean Be Green
Building Form, Orientation and Shading The principles of passive design have been applied throughout the station
Optimising the building form and orientation with respect to the climate is to reduce the energy demand in the first instance where feasible. In specific Due to the fact that majority of the energy demand for the station will come
important to create comfortable and environmentally welcoming spaces that cases mechanical systems are provided to achieve the demands and from electrical requirement, it is proposed that photovoltaic (PV) is utilised
give a sense of warmth, freshness and light. The performance of the building performance requirements of the space, i.e. to meet a specific ventilation as the Low Zero Carbon (LZC) energy source. The PV will be mounted on the
fabric is important to reduce heat loss in winter via conduction through the rate requirement, or in areas where there is high amount of heat gains. To canopies for car parking spaces in the external carpark area. This location
walls and glass and also the infiltration of outdoor air through small gaps. meet the required energy performance, all engineering systems include is suitable as it is safe and accessible to maintain and is flexible to future
In summer the performance of the building fabric is important to prevent appropriate energy efficiency measures. growth.
overheating. Fabric U-values and air tightness were based on the values in
the Building Regulations Part L as a minimum requirement and these have The following energy efficiency features for the M&E systems are included in Due to proximity of the interchange station to the Birmingham International
been improved upon where it is found that there was a significant advantage the design: Airport, the potential glare from the PV has been considered through
in doing so. stakeholder engagement and informed the design.
• High efficiency air source heat pumps with heat recovery (for
Direct Sunlight and Solar Shading Provision heating and cooling)
Interchange Station has a north/ south axis that is driven by the alignment • Variable speed pumping systems with premium efficiency motors
of the track. The station has long elevations that face east and west that and drives to reduce pumping energy
are subject to the low sun angle in the morning and later afternoon. To
address this, facade engineering studies and thermal modelling has been • Energy recovery devices incorporated into mechanical ventilation
conducted to optimise the amount of glazing and refine the facade design systems
on the western facade to reduce the solar gain and direct sunlight into the • Demand controlled ventilation where feasible
concourse area and optimise the daylight into the space using the northlight
at high level. • Use of natural daylighting and daylighting sensors to reduce
electrical loads automatically based on occupancy and available
natural lighting
• Highly efficient interior and exterior lighting systems
• Low energy lighting ballasts
• Metering and sub-metering
• Building Automation / Building Energy Management System
(BMS)

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 10.
Appendices

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10.1 Verified Views

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