Document 7.5. Draft Design and Access Statement. Four Ashes Ltd. Chetwoods Architects. The West Midlands Rail Freight Interchange Order 201X

Transcription

1 Document 7.5 Draft Design and Access Statement Chetwoods Architects The West Midlands Rail Freight Interchange Order 201X Regulation 5(2) June th Revision Four Ashes Ltd

2 Architects Legal Advisors Rail Engineers Landscape Architects Planning Consultant Rail Policy Acoustic consultant Project Managers Transport Advisors Lighting consultant Environmental Impact Assessment Structural Engineers This design and access statement has been prepared by Chetwoods Architects with input from the above consultants: Four Ashes Ltd

3 CONTENTS 01 Introduction pg The Design and Access Statement 1.2 Scope and Content 1.3 Description of development 1.4 The site 04 Scheme Evolution pg Site Identification 4.2 Scheme Development 02 Site Analysis pg Policy Context 2.2 Planning Policy Designations 2.3 Planning History 2.4 Consultation 2.5 Opportunities and Constraints 05 Development Framework pg Development Parameters 03 Vision and Design Objectives pg Vision and Design Objectives 06 Design & Access Requirement pg Landscape Design & Biodiversity 6.2 Drainage 6.3 Noise 6.4 Lighting 6.5 Building Design Overview 6.6 Building Design Roof and Elevations 6.7 Building Design External Areas 6.8 Sustainability 6.9 Rail Accessibility 6.10 Road Accessibility including Bridges 6.11 Walking and Cycling Accessibility 6.12 Travel Planning Page 03 Four Ashes Ltd

4 Page 04 Four Ashes Ltd

5 01 Introduction Page 05 Four Ashes Ltd

6 INTRODUCTION 1.1 The Design and Access Statement This draft Design and Access Statement ( DAS ) has been prepared by Chetwoods Architects to accompany the application for a Development Consent Order for West Midlands Rail Freight Interchange ( WMI ) Order [201X] An application is being prepared by Four Ashes Ltd (the Applicant ) to the Secretary of State ( SoS ) via the Planning Inspectorate ( PINS ) for a development consent order ( DCO ) under the Planning Act 2008 for the development of a new Strategic Rail Freight Interchange ( SRFI ) (including warehousing) (the Proposed Development ) at land located at Four Ashes, Staffordshire (the Site ) Site Analysis including the environment along with the opportunities and constraints; Scheme evolution including site identification, public consultation and scheme development; Development framework including commercial objectives and the development parameters; and Design and access including landscape, drainage, noise, lighting, building design, sustainability, rail accessibility, road accessibility, walking & cycle routes and travel planning The Proposed Development, as a rail freight interchange, constitutes a Nationally Significant Infrastructure Project ( NSIP ) under Sections 14(1)(l) and 26 of the Planning Act This statement seeks to explain the design approach that underpins the proposals and identifies the principal issues that have influenced and generated the proposed design. It describes the design process and justifies the choices taken to achieve a sustainable and inclusive development This statement is to be read in conjunction with the draft Environmental Statement (Document Ref 6.2), the draft Planning Statement (Document Ref 7.1), the set of three Parameter Plans and the Illustrative Masterplan. 1.2 Scope and Content This statement has been laid out in a logical sequence that tells the story of the Proposed Development and provides: Figure 1 Example warehouse offices Page 06

7 INTRODUCTION 1.3 Description of development An SRFI is a large rail served distribution park linked into both the rail and strategic road system, capable of accommodating large warehouses necessary for the storage, processing and movement of goods for manufacturers, retailers and end consumers. The aim of an SRFI is to optimise the use of rail in the freight journey by maximising rail trunk haul and minimising some elements of the secondary distribution journey by road, through co-location of other distribution and freight activities and by adopting locations close to centres of demand Specifically, the Proposed Development comprises: An intermodal rail freight terminal with connections to the West Coast Main Line, capable of accommodating up to 10 trains per day and trains of up to 775m long and including container storage, HGV parking, rail control building and staff facilities; Up to 743,200 square metres of rail served warehousing and ancillary service buildings; New road infrastructure and works to the existing road infrastructure; Demolition of existing structures and structural earthworks to create development plots and landscape zones; Repositioning and burying of electricity pylons and cables; and Strategic landscaping and open space, including alterations to public rights of way and the creation of new ecological enhancement areas and publicly accessible open areas Key parameters regarding the proposed buildings on the site, including the maximum building heights and the maximum total number of buildings will be fixed as part of the application process, and defined in on a set of Parameter Plans (Document Refs ) In addition, an Illustrative Masterplan (Document 2.7) has been prepared to help demonstrate one way in which the development could potentially be delivered within those parameters. Figure 2 Typical Container Stack within an SRFI Page 07

8 INTRODUCTION 1.4 The Site The Site is approximately 10 kilometres to the north of Wolverhampton and immediately west of Junction 12 of the M6 in South Staffordshire. The Site is approximately 297 hectares (ha) in size and is located within the administrative boundary of South Staffordshire District Council, within the Civil Parishes of Brewood and Coven, Penkridge and Hatherton The Site is broadly bound by the A5 road to the north (from Junction 12 to the Gailey Roundabout); Calf Heath reservoir, the M6, Stable Lane and Woodlands Lane to the east; Station Drive, Straight Mile and Woodlands Lane to the south; and the A449 (Stafford Road), from the Gailey Roundabout to Station Drive to the west. The south-eastern area of the Site is bisected by Vicarage Road The existing Site comprises mostly arable farmland with hedgerows and trees, with a large sand and gravel quarry in the east, and mixed plantation woodland known as Calf Heath Wood at the centre of the Site The Staffordshire and Worcestershire Canal runs roughly north to south through the western part of the Site. The West Coast Main Line ( WCML ) runs north to south through the Site, near the western edge Public access to the Site is limited. A single Public Right of Way exists in the north-west and provides a link between Croft Lane and the A449 via an overbridge to the railway. A towpath also extends along the western side of the canal along its length through the Site The Site is in general bound to the north by the A5/Watling Street; to the east by Calf Heath Reservoir and some pastoral farmland; to the south by Four Ashes chemical works and industrial estate, the Staffordshire and Worcestershire Canal, Straight Mile road and farmland; and to the west by the A449 Stafford Road. Two existing industrial uses border the central enclave of the Site boundary. Figure 3 Order of Limits Plan Page 08

9 02 Site Analysis Page 09 Four Ashes Ltd

10 SITE ANALYSIS 2.1 Policy Context The planning policy context for the Proposed Development and the response to policy is set out in detail in the draft Planning Statement (Doc Ref. 7.1) There are a wide range of policy documents which have some potential relevance to the determination of the WMI DCO application. However, the regime established by the Planning Act 2008 makes clear that the National Networks National Policy Statement (2015) ( the NPS ) is the primary policy document relevant to the determination of this application The NPS is a specific policy regime, designed to test, shape and deliver infrastructure which meets the identified national need for improved road and rail networks, containing detailed guidance on a topic by topic basis to guide both applicants and the decision maker in their detailed approach to NSIP projects The NPS includes criteria for good design for national network infrastructure. Design should be included as an integral consideration from the outset of a proposal and scheme design will be a material consideration in decision making. In terms of good design the NPS states that: Applying good design should produce sustainable infrastructure sensitive to place, efficient in the use of natural resources and energy used in their construction, matched by an appearance that demonstrates good aesthetics as far as possible (paragraph 4.29). A good design should meet the principal objectives of the scheme by eliminating or substantially mitigating the identified problems by improving operational conditions and simultaneously minimising adverse impacts (paragraph 4.31). There may be opportunities for the applicant to demonstrate good design in terms of siting and design measures relative to existing landscape and historical character and function, landscape permeability, landform and vegetation (paragraph 4.34). Page 10 Figure 4 Example warehouse distribution park

11 SITE ANALYSIS 2.2 Planning Policy Designations The majority of the Site is designated as West Midlands Metropolitan Green Belt (the Green Belt ) and there is, therefore, a requirement to demonstrate that very special circumstances exist to justify inappropriate development The Four Ashes Strategic Employment Site also includes the Four Ashes Industrial Estate (which includes the SI Group complex), the Four Ashes Energy Recovery Facility and land owned by Bericote Properties (known as the Bericote site ), which has planning consent for up to 105,000 sq m of industrial / distribution warehousing, the first phase of which is currently under construction Part of the Staffordshire and Worcestershire Canal Conservation Area runs through the Site, principally along the line of the Staffordshire and Worcestershire Canal ( the Canal ). Heath Farm (locally listed at Grade B) and Woodside Farm (a non-designated heritage asset) are also located within the Site. There are no other designated heritage assets within the Site, but the Site is within the setting of a number of other heritage assets, particularly the Round House and Wharf Cottage (both Grade II listed), which are located close to the A5 and associated with the Canal The Site has no landscape or ecological designations of a national, regional or local importance. A geological site of specific scientific interest ( SSSI ), the Four Ashes Pit SSSI, is located south of Station Drive, approximately 250m from the Site boundary. Figure 5 Aerial image of the existing SI Group complex Part of the north-eastern quadrant of the Site has been allocated in the Minerals Local Plan for Staffordshire ( ) for an extension to the existing sand and gravel extraction area. Page 11 Figure 6 Existing quarry access from the A5

12 SITE ANALYSIS 2.3 Planning History A number of planning permissions have been granted by Staffordshire County Council relating to a sand and gravel extraction quarry which is currently operational on a large area of the Site. The current permission (Ref No. SS.07/19/681) allows the phased extraction of sand and gravel to a depth of 4 metres and subsequent restoration of approximately 38 hectares of land in the north-east of the Site In May 2016, permission was granted (16/00498/FUL) for the erection of 105,000 sq m of industrial / distribution warehousing (Use Class B1(c)/B2/B8) along with access and servicing arrangements, car parking, landscaping and associated works, on a 25 ha site located between the Canal and Calf Heath Wood, directly adjacent to the Site (the Bericote Site ). This development is now underway. 2.4 Consultation Consultation on proposals helps create better projects; maximising benefits and reducing potential impacts. FAL is carrying out two stages of consultation before submitting the DCO application to PINs. This includes one stage of non-statutory consultation which was carried out (Stage 1, between 13 June and 24 July 2016) on early stage proposals, and one statutory consultation on detailed draft proposals, which this document forms a part of and will run from 5 July 2017 to 30 August The first stage of consultation was designed to get feedback on the general principles of the project and the two draft layout options we were considering for locating the rail terminal within the site (further details in the following sections). Valuable feedback from Stage 1 consultation was received from both statutory consultees and members of the public. 20 responses were received from statutory consultees and 300 responses from the public FAL and the Project Team also engaged with various stakeholders before and after Stage 1 Consultation. These stakeholders include officers from South Staffordshire Council and Staffordshire County Council, Network Rail, Highways England and the Environment Agency, amongst many others The representations received during the Stage 1 Consultation were recorded, analysed and used to inform the evolution of the scheme development. Further information about the consultation and responses received can be found in the Interim Consultation Report (Document 7.10). Page 12 Figure 7 Stage 2 Consultation Zone

13 SITE ANALYSIS 2.5 Opportunities and Constraints The planning policy context and designations, history of the Site, dialog with statutory consultees and local residents and the surrounding environment have all influenced the design and scheme development. The following sets out the opportunities and constraints that have been identified and used to influence the Proposed Development: Opportunities: Direct rail access to the West Coast Main Line (WCML) an existing core main line railway forming part of the Strategic Freight Network, with sufficient capacity to meet anticipated demand of 10 trains per day; Direct access to strategic road network; A large intermodal terminal able to accommodate trains of up to maximum 775m length and around 4,000 TEU (Twenty-foot Equivalent Units) of container storage; Large area of warehousing, with potential for flexible building sizes including large individual buildings, varying heights and all rail-served; Extensive buffer landscaping to mitigate for potential visual impacts and contribute to open space network and biodiversity enhancement and Deliver an SRFI to serve Birmingham, Wolverhampton and the greater Midlands Area strategically placed in relation to rail and road access. Figure 8 West coast mainline looking north Constraints (without mitigation): Partial site contamination and the existing quarry; Conservation canal & close by listed buildings; Existing Bericote Scheme under construction; Environmental effects on existing properties; Flood risk restrictions on developable areas; The need to respond appropriately to ecological and landscape; and Existing traffic congestion. Page 13 Figure 9 M6 Junction 12

14 SITE ANALYSIS Figure 10 WMI Site Constraints Analysis Page 14

15 03 Vision and Design Objectives Page 15 Four Ashes Ltd

16 VISION AND DESIGN OBJECTIVES 3.1 Vision and Design Objectives The vision for the WMI project is to maximise the benefits of the unique, strategic location to provide a state-of-the-art rail freight interchange of national importance and significance, fulfilling the long-outstanding need for a strategic rail served logistics site in this area. Having regard to the quality of the connectivity, the scale of the proposals, and the strength of the commercial market, FAL believe that WMI would be capable of serving regional, national and potentially international markets and would become a major asset to the economy of the area. A SRFI of this scale and quality would be capable of supporting 8,550 jobs directly and achieving a major shift in the movement of goods from road to rail. It could also serve as a facility of enormous value to industry and commerce in the area. Ability to construct direct rail connected warehousing Rail terminal capable of handling 775m length trains Rail terminal with the capacity to store and process containers Development zones capable of accommodating single building footprints up to c1million sqff Development height zones to accommodate buildings up to 30m tall to allow for the latest warehouse mechanical handling equipment Development plots capable of allowing for 55m deep HGV yards which accommodate the latest extra long length trailers Infrastructure corridors that allow the safe and quick flow of vehicles Figure 11 West coast mainline looking north Page 16 Figure 12 M6 Junction 12

17 04 Scheme Evolution Page 17 Four Ashes Ltd

18 SCHEME EVOLUTION 4.1 Site Identification A draft Alternative Sites Assessment ( the draft ASA ) (Document 7.2) accompanies this suite of document for Stage 2 Consultation. The draft ASA considers other sites and possible locations, exploring the extent to which these could meet the identified need. The ASA also explores whether or not this identified need can be met without the use of Green Belt land. The draft ASA considers both the general location of the greatest need and then revisited the availability of alternative sites The Applicant and the project team concentrated its search for a SRFI location on the area to the north-west of the greater Birmingham area, where there is a notable gap in the national network of SRFIs. Previous independent research by public bodies indicated that additional SRFI and / or rail-served warehouse floor space was needed in this part of the West Midlands and that this area should be treated as a priority Using the WCML, which forms part of the Strategic Freight Network for Rail, as a starting point, the Applicant considered a number of alternative sites in the West Midlands area Following an extensive searcher, a long-list of eleven sites was identified, which was then shortlisted to five including the WMI Site. The ASA considered a range of technical, spatial, logistical and planning policy requirements for the SFRI as well as making an appraisal of environmental constraints for each alternative site. Figure 13 Map of the West Midlands Page 18

19 SCHEME EVOLUTION 4.1 Site Identification The WMI Site was ultimately selected as it was considered well suited and well located to meet the need for a large scale SRFI The Site is of a sufficient size to accommodate an SRFI development and, importantly, it is large enough to achieve the critical mass required for success and to accommodate the significant landscape and open space improvements required to mitigate the visual impacts of the development and create a suitable buffer between the development and the surrounds Therefore, the proposals at WMI offer the opportunity to create a SRFI development of national significance. The site is sufficiently large and flat, rail access to the site is achievable, and quick and efficient access to Junction 12 of the M6 is also achievable. Furthermore, development can be achieved avoiding significant environmental impacts The WMI site lies within Green Belt land and there is, therefore, a requirement to demonstrate that very special circumstances exist to justify inappropriate development. As set out in the Planning Statement, very special circumstances are considered to exist and, in this context, the NPS recognises that, due to the geographic requirements of SRFIs, promoters may find that the only viable sites for meeting the need for regional SRFIs are on Green Belt land (para 5.172) The draft ASA concludes that the WMI Site represents the only suitable site to meet the need for a SRFI in the identified search area. Full detail is set out in the draft ASA itself. Figure 14 Map of the West Midlands Page 19 Figure 14 Aerial view of the site west of the M6 junction 12

20 SCHEME EVOLUTION 4.2 Scheme Development The scheme has been carefully developed, based on a close understanding of the Site s characteristics Pre-Consultation Following the initial work of the core consultant team, detailed work on the master planning of the WMI scheme began in January Initial work undertaken by the core team resulted in four different layout options being drawn up in February 2016 for the full consultant team to analyse and consider. These layouts principally considered the consequent location of the terminal, the associated railway infrastructure and the location of the warehousing and road infrastructure Following examination and further refinement of each of the four layout options, two preferred layout options were identified in April These two options were further refined to provide two detailed masterplan options for Stage 1 Consultation Following the identification of the two preferred options, the project team began engaging on a one-to-one basis in April 2016 with those who it was considered might be most directly impacted by the proposals These discussions helped to inform the evolving design of the masterplan options It was decided that in bringing two masterplan options forward to Stage 1 Consultation, a more comprehensive consultation could be undertaken prior to any elements of the layout being fixed. This allowed the project team to fully consider responses from consultation prior to selecting a preferred layout option Stage 1 Consultation The two masterplan options brought forward to Stage 1 Consultation, held from June to July 2016 are shown in Figure 7 below. Full details of the proposals brought forward to Stage 1 Consultation were available in the Stage 1 Consultation Overview Document. Page 20 Figure 15 East Rail Terminal Masterplan

21 SCHEME EVOLUTION 4.2 Scheme Development The two options provided alternative locations for the rail terminal, east or west of the WCML, generating different layouts and operating characteristics as a result of the proposed terminal locations Both options have the capability to receive a full length 775 metre freight train from the WCML Both options use a similar road infrastructure and will utilise the A5 roundabout as the primary access into the site, with the A449 and Vicarage Road roundabouts acting as secondary and tertiary accesses respectively Heights of the buildings across both options will vary between metres, with the buildings nearest residents and sensitive areas being at the lower end of that scale. Substantial landscape screening would be provided to the perimeter of the park and to provide screening of the warehouses and the rail terminal The West Option proposed the rail terminal access points to the west of the existing rail line. The trains would be split in two in the reception sidings and then moved into the terminal. The West Terminal Option could accommodate 775m trains in the reception sidings and 395m sections in the rail terminal area. The container stacking area will be alongside the rail terminal area with all the facilities to the west of the WCML The East Terminal Option positioned a 750m rail terminal plus locomotive and associated container stacking with the required ancillary facilities to the east of the rail line. Using this facility, the terminal would be able to accept full length trains without the need to split them in the sidings. This option had the rail terminal access points to the east of the existing West Coast Main Line and would require a new rail bridge over the existing canal The feedback received from the first stage of consultation was considered by the project team and was used to inform the decision made on the masterplan option that has been brought forward to this second stage of consultation Full details of the feedback received from the first stage of consultation is contained within the Interim Consultation Report (Document 7.10). Page 21 Figure 16 West Rail Terminal Masterplan

22 SCHEME EVOLUTION 4.2 Scheme Development Illustrative Masterplan Evolution The WMI Illustrative Masterplan has evolved significantly since the first stage of public consultation. The west terminal option was brought forward following consultation. Amongst the reasons for the choice of the west terminal option were; the limited impact on the Canal Conservation Area, simpler access and improved operational efficiency from the WCML and perceived occupier preference The following principal changes were made to the Illustrative Masterplan as a result of the first stage of consultation and further assessment undertaken between Stage 1 and Stage 2 Consultation Internal roads and the A5 roundabout have been relocated 30m to the east to reduce impact on the setting of the Canal Conservation Area and the two listed buildings, as a result of engagement with Historic England A 20m landscape buffer has been introduced along the western boundary of illustrative Unit 3030, to enhance ecological connectivity through the Site The rail terminal layout has been refined to allow the rail terminal to accept full-length 775m trains without splitting. This has required the reconfiguration of Gravelly Way and the introduction of a new bridge The rail terminal footprint has been reconfigured and reduced, allowing for additional landscape screening to the A449 and to enable moving the rail terminal further away from residents on Station Drive Additional mitigation land has been brought into the scheme to mound and landscape so as to reduce the impact of the terminal on the residents of Station Drive Additional land has been brought into the scheme to create a community park to the south of the development. Page 22 Figure 17 Typical landscape sections providing screening from the active elevation

23 SCHEME EVOLUTION 4.2 Scheme Development The layout of the buildings to the south of Vicarage Road has been altered to retain existing veteran trees, hedgerows and pond and to reduce the impact on Calf Heath village through detailed landscaping changes and by altering the buildings to be single sided units The floor space has been reduced to increase the amount of green space across the scheme and to enhance ecological and pedestrian connectivity within the Site Purchase agreements have been reached with a number of properties that were in close proximity of the Site or within the Site and this will reduce any hardship caused by the scheme on residential residents. Figure 18 Croft Lane Community Park Figure 19 Calf Heath Community Park Page 23

24 SCHEME EVOLUTION 4.2 Scheme Development The result of the work undertaken across the life of the WMI project is that a SRFI of exceptional operational quality has been designed within a framework that has been heavily influenced by community consultation, environmental considerations and occupier needs. The latest illustrative masterplan is capable of delivering a scheme that: is entirely rail-served; is well connected to both the national road and rail networks; can credibly deliver rail-served warehousing in the initial stages of the development (see the indicative Phasing Plan in the draft planning statement); provides a significant element of warehousing (over 1.6 million sq ft) with potential to be directly rail-linked; can handle full-length (up to 775m) long freight trains, without splitting, reducing the need for on-site shunting; is capable of handling four trains a day in the early phases of the development, from both directions, whilst being of sufficient scale and capacity to enable this to rise to up to 10 trains per day at full maturity; is located close to the business markets it will serve; and delivers over 32% of the scheme as Green Infrastructure. Figure 20 WMI Masterplan June 2017 Page 24

25 05 Development Framework Page 25 Four Ashes Ltd

26 DEVELOPMENT FRAMEWORK 5.1 Development Parameters A Parameters Approach has been applied to the Proposed Development whereby the development is described in terms of clearly defined parameters inside which future design development will be undertaken. This approach is used across a range of infrastructure projects in order to ensure that the potential impacts of a project are properly controlled whilst allowing flexibility in design options for future design development Three sets of Parameter Plans (Document Refs ) have been developed which encapsulate the scheme s concept and which will form the envelope within which future detailed design proposals will need to evolve The Parameter Plans identify those elements of the scheme which are to be fixed or controlled as part of the DCO (i.e. the location of development plots and the framework of green infrastructure) and those elements which are subject to restrictions. The three Parameter Plans which set out the design parameters are: Building Development Parameter Plan; Green Infrastructure Parameter Plan; and Floor Level and Building Heights Parameter Plan The Illustrative Masterplan (Document Ref 2.8) has also been produced which demonstrates one way in which the WMI proposals could potentially come forward, in accordance with the controls set out in the Parameter Plans The proposal is for up to 743,200sqm of floor space. This maximum has been set with reference to the Building Zones as shown on figure 19 (Doc Ref 2.5a) ensuring all floor space is located within this area whilst allowing for appropriate circulation, servicing and access areas. Figure 21 Development Zone Parameter Plan Page 26

27 DEVELOPMENT FRAMEWORK 5.1 Development Parameters The maximum floor space has been set in order to provide a development that is capable of being effectively and sympathetically accommodated on the site whilst ensuring surrounding characteristics or sensitivities are respected. It is important to note that not all of the proposed building zone will be developed as buildings albeit in order to demonstrate the appropriateness of providing buildings anywhere across this area In response to the stage 1 consultation, the maximum building zone has been pulled back from the canal corridor and residential areas surrounding the site. As a result the area within which the maximum floor area can be accommodated has been reduced and therefore this has increased the green infrastructure areas up to 32% of the overall site Finished floor levels (FFL) have been set across the site to respond to the underlying topography. A minimum FFL and a maximum FFL have been set across the site for each development zone, this can be seen on figure 20 (Doc Ref 2.6a) The maximum height of the proposed buildings is determined by the specific requirements of a SRFI. A maximum 26m clear height to haunch is required to support the operator s functions within the buildings and when taking into account roof pitch, this results in a maximum building & ridge height of 30m, from FFL. Four height zones have been set across the site, which keeps the taller buildings towards the centre with the lower 20m and 24m height zones around the perimeter, with a further height zone for the rail terminal The overall building massing of the site has been carefully designed to ensure that all active parts of the building elevations are hidden from the localised views by the perimeter landscaped mounding. The active parts of the elevations are generally the lower 5.5m of the buildings, this is where the HGV s park against the warehouses to be unloaded. Page 27 Figure 22 Floor Levels & Heights Parameter Plan

28 DEVELOPMENT FRAMEWORK 5.1 Development Parameters The heights of the landscaped mounding are set so they are relative to the adjacent development zone FFL, this will ensure that the mounding will provide the screening required to the active elevation. Simply, if the warehouse FFL gets raised so will the landscape mounding height Key aims of the Green Infrastructure parameter plan are Retention, improvement and augmentation of existing boundary hedgerow features and existing trees Additional planting will be provided creating structural landscaping buffers to the perimeter of the site, these areas are of sufficient size to allow the mounding to be formed to achieve the required heights to screen the lower levels of development Areas of landscaping are set on the edges of the site and form a key part of the proposals helping to assimilate the development into its surroundings and seeking to preserve the character setting of the adjacent area The aims of the landscape parameters are to Integrate the proposed development harmoniously into the receiving landscape, Improve local biodiversity & ecological value of the site and Improve the interconnectivity of Green infrastructure (GI) within and immediately adjacent to the site whilst maintaining safe and enjoyable public access to the community parks These aims are achieved through the Green Infrastructure parameters plan by providing robust boundary landscaping which is connected to the existing network of hedgerows and woodland planting, together with on-plot amenity landscaped areas and a strong landscaped infrastructure access roads. Figure 23 Green Infrastructure Parameter Plan Page 28

29 DEVELOPMENT FRAMEWORK Development Parameters The rail freight terminal has been designed to accommodate up to 10 trains per day, and to accommodate trains of up to 775m in length. This therefore allows for the currently in use freight train lengths and future proofs the scheme for onward use. The design of the terminal enables the quick transfer of freight from road to rail, and vice versa, and in addition to serving the operators located on the WMI site itself, would also serve a wider market and warehouse storage as required. Areas for container storage and HGV parking are therefore provided within the rail terminal. Up to 743,200 sq m of rail served warehousing and ancillary service buildings The WMI application is for a maximum of 743,200 sq.m. (8 million sq.ft) of predominantly warehouse space. A small amount of space for ancillary service buildings relating to the freight terminal and storage areas is also proposed The final and detailed design of the scheme will be determined in due course, but the expectation is that it will provided buildings of various sizes and heights with each plot being individually designed to meet the occupiers requirements. Figure 24 Aerial photo of the site looking east The proposal includes identification of a number of parcels of development plots within the site, as identified within the Parameters Plan, which also identifies and defines maximum floor space, building plateau heights, and building heights. New rail lines connecting the terminal to the West Coast main line New rail connections and signalling will be constructed to enable trains to arrive and depart in either direction of travel direct to/from the existing West Coast Main Line into the new rail terminal, with passive provision for an additional 2 full-length sidings capable of being electrified in future if required. Page 29 Figure 25 Aerial photo of the site looking south

30 DEVELOPMENT FRAMEWORK New road infrastructure and works to the existing road infrastructure As described below, the WMI proposal includes a number of road infrastructure elements, including both new roads, and improvements to existing roads There will be changes to the Strategic Road Network around the site. On the A5 between M6 Junction 12 and the A449/A5 roundabout (known as Gailey Roundabout) there will be a new roundabout junction to provide access to the site. In addition the existing footway on the north side of the A5 will be upgraded from the site access to Gailey Roundabout. Similarly there will be a new roundabout on the A449 at Gravelly Way to provide access to the site. This will replace the recently constructed traffic signal junction. The existing footway / cycleway on the A449 between Station Drive and Gailey roundabout will be upgraded to current standards To mitigate the impact of WMI there will be a road constructed between the A5 and A449 site access roundabouts. This will improve the operation and resilience of the Gailey roundabout by providing a choice of routes for trunk road traffic travelling between the A5 and A449. Figure 26 Aerial photo with the A449, Bericote development and SI Group in the background There will be a number of other improvements to the local highway network and these include a ban on A449 northbound traffic turning right into Station Drive with the result that through traffic on Station Drive will transfer to the new site road whilst local access is facilitated by making a U turn at the new Gravelly Way roundabout. There will be a new WMI access roundabout on Vicarage Road to the east of the canal bridge enabling HGVs to access the site from the A5 to the west of Junction 12, although HGVs will be prevented from using Station Drive by the existing low railway bridge. Problems with HGVs trying to pass under the rail bridge will be reduced by improved low bridge signing and a new turning area on Station Drive. There will also be some additional footway and cycle facilities on Vicarage Road and Straight Mile to improve pedestrian access. Page 30 Figure 27 Aerial photo with the M6 and canal corridor adjacent to the site

31 DEVELOPMENT FRAMEWORK Structural earthworks to create development plots and landscape zones A significant scheme of earthworks has been designed for the development to provide level plateaus suitable for construction and to balance the cut and fill across the site. Maximum cut depths to 5.0m below existing ground levels and maximum fill of 7.5m above existing ground levels will be required. New roads and a network of open water courses are also proposed to be formed as part of the development The earthworks design strikes a cut and fill balance, meaning that no bulk fill material is to be imported onto or removed from site. Following removal of the topsoil and organic matter from the surface, Suitable Fill material gained from the plateauing operations is to be placed in engineered layers to provide a sufficient bearing capacity and settlement characteristics for traditional ground bearing foundations. Clay, silts and alluvial soils recovered during earthwork operations (topsoil), which would not provide the appropriate geotechnical properties to support conventional foundations, are to be reused to provide earth bunding located around the site. Within the Quarry areas where variable made ground was recorded, and where significant new volumes of clay and silt quarry waste are anticipated, specialised treatment will be required which is expected to include dewatering, excavation and re-compaction of the backfill material To improve the geotechnical properties of the recovered soils it is likely that stabilisation of the material will be undertaken by blending it with lime or cement additives before replacing in engineered layers. Bulk earthworks construction techniques will involve the use of heavy plant machinery including, but not limited to: CAT Dozers 360º Excavators 180º Excavators Articulated Dump Trucks Screener/Crusher Telescopic Handlers Forward Tipping Dumpers Self-Propelled Rollers / Ride on Rollers / Towable Rollers Water Bowsers Bunded Fuel Bowsers Agricultural Tractors Hopper/Mixer/Rotavator/Spreader (stabilisation equipment) Silo Tankers Page 31 Figure 28 Example of earth moving machinery

32 DEVELOPMENT FRAMEWORK The built development zones will include potentially very large buildings, and significant earthworks are proposed to create the plateaux for these buildings and to help create the proposed significant bunding and screening to limit the visual impact of the proposed development from viewpoints and receptors outside the site. These bunds will effectively surround all boundaries of the SRFI development. They will accommodate substantial planting and will form an important part of the wider landscape strategy. Landscape and green infrastructure The proposed development will incorporate strategic landscape and Green Infrastructure (GI) proposals. These will comprise the conservation of existing woodland, tree groups and individual trees, hedgerows and other planting and habitats. The conserved planting and habitats will be reinforced by significant new woodland, tree and shrub planting, hedgerows and other habitats. Figure 29 Example of a country path through structural landscape The landscape and GI areas will extend to approximately 95 ha (approximately 32% of the main development site area) and will include the creation and conservation of landscape corridors throughout the development; the provision of new mixed habitats (including some small wetland areas/ ponds as part of the sustainable drainage strategy) to satisfy biodiversity objectives; the formation of earthwork proposals and the establishment of high quality landscapes to the built development plots and surrounds These proposals will also include the creation and management of two new community parks that will be inclusive and accessible. These parks will comprise predominantly natural and semi natural landscape areas for informal recreation. They will also be designed and managed to maximise their biodiversity interest In devising the landscape and GI proposals, extensive design analysis and close collaboration with other environmental and technical professionals has been undertaken to maximise the broader GI and sustainability benefits of the proposals. Further details of the landscape areas and components are provided in the following section. Page 32 Figure 30 Example of a meadow with ponds

33 06 Design & Access Requirement Page 33 Four Ashes Ltd

34 DESIGN AND ACCESS REQUIREMENTS This section helps to explain, using illustrative material, the approach to the design and access of the site. It is based on the application of the principles established in the Parameters Plan with assumptions on the mix of unit sizes and orientation and to detailed landscape design. It is structured as follows: Landscape design and biodiversity. Drainage. Noise. Lighting. Building design and sustainability. Accessibility. Rail access. The overarching Illustrative masterplan is shown at Figure 31 Figure 31 Illustrative Plan Page 34

35 DESIGN AND ACCESS REQUIREMENTS 6.1 Landscape Design & Biodiversity Soft Landscape - The soft landscape design proposals will encompass a variety of planting and habitat types, from broad swathes of woodland to aquatic planting and meadow grassland. The principal planting and habitats will be: Management - All of the soft landscape areas including both new and conserved areas and features will be the subject of a comprehensive management regime that will ensure the successful establishment and subsequent thriving of the various planting, habitats and other green spaces Woodland and tree belts - New woodland and tree belts will be planted throughout much of the Site. This planting will utilise native and locally occurring species and will be based upon good landscape and biodiversity practices. A number of different species mixes will be used to achieve and balance differing design and environmental objectives. In some places the focus may be on maximising biodiversity benefits and in others on visual screening and mitigation Hedgerows - New native hedgerows including native hedgerow trees will be planted throughout the site and will tie in with the conserved network of existing hedgerows and provide a well connected framework of new and existing hedgerows across the Site. Figure 32 Example of grassland with footpath Figure 33 Example of wetlands Open Space and Grasslands - New open space and grassland habitats will also be provided throughout the development. This will comprise predominantly meadow and species richer grassland in those areas associated with the Community Parks and woodlands/ tree belts; with more limited areas of general amenity grassland associated with development entrances and plot surrounds Wetland Areas and Habitats - New wetlands and water features will be created throughout the landscape and GI, largely to satisfy the Sustainable Drainage Strategy. These features will however also be designed to maximise their positive contribution towards the appearance and amenity of the landscape and to biodiversity objectives. Aquatic and surrounding planting will utilise native species for these features. Page 35 Figure 34 Example of open space

36 DESIGN AND ACCESS REQUIREMENTS 6.1 Landscape Design & Biodiversity Hard landscape - The hard landscape proposals within the strategic landscape and GI areas will largely relate to new paths and pedestrian access measures. Away from the highway side pavements, new paths and likely to be constructed with a bound gravel or chippings surface finish and will assimilate with the character of the existing canal corridor and new Community Parks New fencing and any related pedestrian access measures associated with these areas are likely to be of a similar Country Park or countryside design style, using timber post and rails. In some areas simple timber post and wire (or mesh) fencing may be used to protect planting or control access. Similar style timber signage and interpretation/ information boards will be used where appropriate within these landscape areas. Figure 35 Weldmesh fencing Figure 36 Post and rail fencing Hard landscaping associated with the built development plots will utilise a combination of surfacing specifications and materials, depending on the area and type of use. These are likely to include a combination of block paving, macadam and concrete. Fencing within and surrounding the built development areas is also likely to include a combination of different types and heights Fenced surrounds to the development plots are likely to primarily utilise a weldmesh style fence with heights typically ranging between 1.8 3m. These may be colour coated (typically black or green) and provide a good quality secure boundary. Suitable gates will be specified to match the fencing. Page 36 Figure 37 Example of footpaths, car parking and attenuation lagoons

37 DESIGN AND ACCESS REQUIREMENTS 6.1 Landscape Design & Biodiversity Community Parks - Two Community Park areas are proposed in the north and south of the Site. Both parks will be publicly accessible and will be informal in character (similar to a small scale Country Park, rather than an Amenity or Recreation Ground), with provision for walkers and other informal recreation. It is not the current intention to provide any more formal play or activity uses at either of the identified parks In the north, the Croft Lane Community Park will be located to the west and south west of Croft Lane. This park will extend to approximately 20.7 ha and will extend between the A5 in the north and the canal side in the south. It will combine the conservation of existing woodland, trees, hedgerows and grassland with new native habitats and species. Notably it will include some new water features and wetland areas (associated with the Sustainable Drainage Strategy) in the south of this park close to the canal side. These will add to the variety of wetland habitats on site. Figure 38 Gravelled footpath/cycle routes and a typical community park carpark The park will be publicly accessible and will include new pedestrian paths running through and around the park and with links to both Croft Lane and the canal side towpath In the south, the Calf Heath Community Park will be approximately 21.4 ha and will extend around the southern edge of the development area and straddle both sides of Straight Mile. This park will extend from close to the properties at the northern end of Kings Road (Calf Heath) to the western end of Straight Mile and will provide footpath links throughout the area. These will provide the opportunity for walks to/from Calf Heath and the canal side towpath (at Long Molls Bridge) This park will be similar in character to the Croft Lane Community Park and will include a mix of existing conserved and new habitats, including woodland, meadow grassland and wetlands The local community and other relevant organisations will be invited to be involved in the detailed design and agreement of the final proposals for the parks. There will be a commitment to the long term management of both parks through a management company or by agreement with another suitable organisation. Page 37 Figure 39 Picnic in a typical community park setting

38 DESIGN AND ACCESS REQUIREMENTS 6.1 Landscape Design & Biodiversity Extensive ecological surveys have been undertaken and are on-going at the Site. A variety of protected species / habitat surveys have been undertaken which have informed findings including: Badger Bats Birds Great crested newts Hedgehog Hedgerow Invertebrates Polecat Reptiles Veteran Trees Water vole Key to mitigation is maintaining permeability of the Site for wildlife, notably mammals (bats, badgers etc), amphibians (Great Crested Newt) and birds. The Green Infrastructure Parameters Plan (Doc Ref 2.7a) have been devised to maintain ecological connectivity and establish green corridors It is desirable to create dark areas and corridors through the Site; this is important for invertebrates and bats. This is particularly important for the canal, woodlands, park spaces and habitat corridors created through the Site. The Lighting Strategy has been devised to minimise light as much as is possible providing only the minimum amount of light needed for the relevant task Ecological surveys have helped identify ecological corridors which cross the Site, which have informed the Parameter Plans. Noting comments from ecological consultees landscape areas were amended to address perceived pinch points. The decision to retain a portion of Calf Heath Wood considered the location with greater biodiversity value. Furthermore, the Parameters Plans take account of adjacent ecological enhancement proposed for the Bericote Development and include retention of existing ponds where possible An Ecological Mitigation and Management Plan (EMMP) will be prepared for both the construction and operational phases of the Proposed Development. The plan will detail incorporated measures intended to mitigate the impact of the Proposed Development on habitats and species present within the Site and adjacent areas. Page 38 Figure 40 Sensitive Lighting and Dark Corridors

39 DESIGN AND ACCESS REQUIREMENTS 6.1 Landscape Design & Biodiversity The provision of community parks is a positive inclusion providing open space which helps mitigate loss of arable land, notably for farmland birds. Areas of the parks will be managed with wildlife aims e.g. wildflower meadows The Green Infrastructure Parameter Plan (Doc Ref 2.7a) retains a number of existing linear features and hedgerows which is desirable in terms of biodiversity Wherever possible hedgerows will be translocated or replaced where identified as important and borderline important where it is not possible to retain them as part of the Proposed Development Bats - Bat roosts will be retained where possible. Provision of proportional compensatory roost features suitable for target species for European Protected Species (EPS) licensing. Proposed enhancements (additional to that required for EPS licensing) for bats include bat boxes on selected retained mature trees. The importance of maintaining permeability on-site for foraging and commuting bats is recognised and hence the lighting strategy takes account of dark corridors The Parameter Plans show the existing Calf Heath Wood retaining as much woodland as possible. The EMMP will include management provisions for the wood notably removal of rhododendron and planting of understorey It is proposed to reuse deadwood from felling works across the Site to benefit a range of species including invertebrates, reptiles and amphibians Badgers - Where loss of a main badger sett is unavoidable a replacement artificial sett will be constructed. The Parameter Plans take into account connectivity between setts Birds - Installation / incorporation of bird boxes e.g. swift/kestrel are proposed where losses are anticipated for farmland birds. Page 39 Figure 41 General purpose bat boxes and types suitable for Hibernation

40 DESIGN AND ACCESS REQUIREMENTS 6.1 Landscape Design & Biodiversity Otter - Where relevant, mammal tunnels are proposed under new roads parallel to / dissecting areas of green infrastructure (actual placement/requirement to be informed by proposed further survey effort.) Invertebrates - Proposed reuse of deadwood from felling works across the Site and creation of sandy habitats will be of benefit to invertebrates Great crested newts - Surface water attenuation features will be designed for dual purpose, attenuation and providing biodiversity gains Ponds provision will seek to provide stepping stones through the Site to allow movement of great crested newts through the Site. Ponds within community park areas/woodland will be designed specifically for biodiversity Hibernacula will be provided near surface water features e.g. log piles reusing timber from felled trees. Figure 44 Provision of Habitats to Encourage Invertebrates e.g. Wildflower Meadows and Ephemeral Ponds Use of amphibian friendly gully pots and ladders in relevant areas of the Site. Figure 43 Amphibian Wildlife Kerb. Figure 42 Gully Pot Ladder Page 40

41 DESIGN AND ACCESS REQUIREMENTS 6.2 Drainage Surface Water - The general drainage philosophy for the overall development has been progressed in accordance with National Planning Policy Framework Technical Guidance and following the guidelines of the CIRIA C753 SUDS manual. The aim of the design is to manage the surface water run-off from the Site and minimise the impact on the quality and quantity of water discharging into the receiving watercourse whilst maximising the potential for amenity and biodiversity. The proposed location of the surface water attenuation swales and lagoons can be seen on the Green Infrastructure Masterplan (Doc Ref 2.7a) A new surface water drainage system has been designed to accommodate all the surface run off requirements for the site. This includes a primary network of open ditches and swales that will safely re-route the surface water collected from the site to the existing outfall points, this system will attenuate all the surface water from the site during storm events A study of the existing hydrology and hydrogeology of the Site has identified the existing surface water catchments, and the points at which these catchments discharge water from the site have been determined, via ditches, culverts or otherwise. The rates at which water is discharged from each of these catchments has been calculated and in designing the new system it has been ensured that the rate at which water leaves the site is controlled and reduced It is envisaged that the warehouse roofs will be drained to conventional buried pipe drainage networks, the yard areas will be drained via a mixture of linear drainage systems and gullies which will in turn discharge into the buried pipe systems. Page 41 Figure 45 Controlling surface water runoff with attenuation

42 DESIGN AND ACCESS REQUIREMENTS 6.2 Drainage It is proposed that the buried pipe system for each plot will discharge freely into a network of conveyance swales which will carry the runoff to open water attenuation basins strategically placed across the site whilst also cleansing the surface water. The access roads running throughout the site will be drained via a combination of filter drains alongside the carriageway and kerb drains prior to discharging at shallow depths into the adjacent swales The swales, basins and lagoons have been designed to hold enough water so that the heaviest of rainfall events does not cause flooding on the site, and so that the risk of flooding downstream of the site is reduced Opting for open basins and swales in lieu of buried pipework and tank storage provides opportunity for ecological enhancement of the scheme through the introduction of a strategic planting scheme and encourages wildlife habitation. The open basins also offer amenity benefit, forming part of the new Community Parks Water quality has been designed by assessing the risk of pollution from the plots and roads and, wherever possible, water will be cleansed through natural processes rather than relying on buried interceptors. The open swales and basins are designed to reduce the velocity of the surface water while the construction of the beds and specially selected plants are designed to capture and break down suspended contaminants. Figure 46 Example infrastructure corridor with attenuation swales Page 42 Figure 47 Typical swale adjacent to the road

43 DESIGN AND ACCESS REQUIREMENTS 6.2 Drainage Foul Water - The foul water drainage strategy for the site involves splitting the drainage network between two discharge points located to the south-west and south-east of the site. The point to the south-west is a Severn Trent Water manhole which currently receives a rising main which runs alongside the A449. The south-east discharge point is a Severn Trent water pumping station which feeds a rising main to the existing sewage treatment plant located on Deepmore Lane All plots located west of the west coast mainline have been routed to the connection point to the south-west along with development zone A3 which is located directly east of the main line and above Gravelly way. All other plots located east of gravelly way are routed to the pumping station located to the south-east. A series of pumping stations and rising mains are proposed to prevent excessive depths on the drainage runs especially to the east of the site where the direction of flow goes against the slope of the overlying land The viability of discharging to these manholes is being assessed through a development enquiry submitted to Severn Trent Water. Figure 48 Example of large underground drainage pipes Page 43 Figure 49 Typical foul pumping station

44 DESIGN AND ACCESS REQUIREMENTS 6.3 Noise We are committed to delivering a development that respects the amenity of its neighbours and we are carrying out a full assessment of the potential noise emissions from the scheme. The emerging assessment considers the types of activity that typically occur at such sites, including: train movements; loading and unloading activities at the rail terminal using gantry cranes and reach stackers; heavy goods vehicle and car movements in and around the site; loading and unloading activities at individual units across the site; and processes within the proposed buildings To inform the calculation of likely noise levels from the operational site, noise measurements have been undertaken at a similar SRFI to obtain representative operational noise data A noise survey has been carried out at key locations around the Proposed Development Site, and the results show that the acoustic climate varies according to the proximity of key transport links, namely, the M6 motorway, the A5, the A449 and the West Coast Main Line. The ambient noise levels in areas close to these sources are relatively high; however, away from these sources and particularly at night, noise levels reduce notably. Page 44 Figure 50 Baseline Survey Locations

45 DESIGN AND ACCESS REQUIREMENTS 6.3 Noise The results of the noise survey will be factored into the emerging assessment to inform the types of noise control included in the final development form. The types of noise control that will be further considered include: hard mitigation, in the form of bunds and barriers; soft design, in the form of appropriate layout and orientation of buildings to maximise acoustic screening inherent in the layout of the site; operational management, in the form of best practice controls on the day-to-day running of the site; and a bespoke noise insulation scheme to protect those properties worst-affected by the proposed development A computer-based 3D model of the site has been built to assist with the calculation of noise propagating from the site. The model takes account of the topography at and around the site, the types, location and volume of noise sources likely to be used at the site, the likely operational patterns, and the presence of structures that might reduce noise, such as buildings, bunds, and barriers. Noise considerations have informed the emerging development parameters, particularly in terms of the locations, heights and lengths of the landscaped bunds, the locations of the development areas, and the arrangement of the SRFI and development infrastructure.. Figure 51 Noise Monitoring Equipment Page 45 Figure 52 Typical landscape sections providing sound mitigation

46 DESIGN AND ACCESS REQUIREMENTS 6.4 Lighting External lighting will provide a safe and secure environment for staff and other users after dark. It is recognised that it has the potential to intrude into night time views and may adversely affect ecological receptors such as bats, and therefore measures will be taken to ensure the lighting is appropriate to its context and that effects are minimised An assessment of the existing conditions in the area has revealed the extent of existing light sources and this information has been used in the preparation of a Lighting Strategy for the SRFI that mitigates adverse lighting effects as far as possible The Lighting Strategy is founded on the following principles: Lighting will be directional and downward focussed. Over-lighting will be avoided: illumination levels will be kept as low as is consistent with safety requirements. At the outer edge of the SRFI, lighting will be carefully designed to minimise its visibility in views towards the SRFI. Extra measures will be incorporated where necessary to minimise adverse effects on green infrastructure, especially where bats and other light sensitive fauna might otherwise be affected. Figure 54 Existing view from Shoal Hill at dusk The Lighting Strategy will ensure that all forms of light pollution will be minimised and, in many instances, prevented altogether. Figure 53 Example lighting units for directional and downward lighting Page 46 Figure 55 Typical directional and downward lighting scheme

47 DESIGN AND ACCESS REQUIREMENTS 6.5 Building Design Overview The landscaping and mounding proposed form a key element of the landscape and design approach to the development of this Site, and aim to largely screen the built development from surrounding views and limit the effects of the development on the surrounding landscape. The approach to the landscaping within the development plots on the site will also aim to establish a high quality environment with new buildings set within a structured landscape In addition, the SRFI buildings will be designed to high environmental and quality standards. They will be designed to the latest environmental and energy efficiency performance and an exemplar approach is being proposed based on low energy design principles. The SRFI buildings will be designed to achieve a Very Good rating under the Building Research Establishment Environmental Assessment Method (BREEAM) criteria, incorporating measures to reduce energy demand and carbon dioxide emissions The design philosophy is to provide high quality innovative designs which accommodate the flexibility to meet occupiers requirements, establish a visible balance between variety and unity throughout the development whilst maintaining a coherent and logical philosophy that will unify the overall site massing. The positioning of buildings will have regard to the creation of view corridors through the site to ensure visual permeability and explore the use of materials of different textures and colours to enhance the architectural composition of each individual building The overall scale of the development and the provision of perimeter landscaped zones will allow high bay warehouses of 26m clear internal dimensions (to underside of haunch), to be located towards the centre of the development. The illustrative master plan identifies a zone of smaller scale development plots adjacent to boundaries which are closer to residential areas and the canal corridor, which would generally provide sites for units with smaller footprint areas and standard lower clear internal heights below 24m, but does not preclude the development of high bay warehouses The large industrial and warehouse units will typically be constructed from either prefabricated composite insulated metal panels or sheets of profi led steel or aluminium, cladding at higher levels will require less protection and can be constructed of less durable and lighter coloured metal cladding materials. Page 47 Figure 56 Illustrative Plot Layouts

48 DESIGN AND ACCESS REQUIREMENTS 6.6 Building Design Roof and Elevations The elevational treatment will be designed to minimise the visual impact of the buildings toward sensitive views, while allowing for interest and activity at the entrances to the development. A range of external materials and colour palettes are available to enhance building elevations and to soften the appearance and break up the visual proportions of larger building elevations. The elevations will respond to the relevant background that can be seen, so this will mean in some instances when viewing from low levels such as the canal footpath the buildings will be against a lighter blue/grey sky so the elevations in these locations will be from the lighter palette of colours. When the scheme is viewed from a distance at a higher point such as Shoal Hill then the backdrop to the buildings will be the dark green landscape, and therefore the building elevations can respond to this with colours from a darker palette. Examples of how the elevations can react to their location can be found in figure Roof planes set at low pitches will generally have roof lights at approximately 15% coverage to provide natural light to the warehouse. Roof mounted plant will be screened behind roof parapet walls so that it will not be visible from the ground. The Site will be split into three zones, each zone having a different roof colour, this will break up the mass of grey roofs capes which may be viewed from higher ground such as Shoal Hill Office components will normally be expected to be equivalent to 5-15% of the overall building area and may be up to four storeys in height, and also designed to maximise the use of natural ventilation and light by limiting depth, but will ultimately be a response to operating requirements of the building occupier Dock levellers (doors which allow HGV s to unload into the warehouse) may be provided in each unit generally at a ratio of 1 per 929m2 with level access loading doors at 1 per 4,645m2. Dock levellers will be provided, as required, with flexible shelters to minimise the ingress of air and water into the building. Dock Shelters are generally black in colour. Insulated sectional overhead doors will include safety windows and will be coloured to suit the overall elevation treatment. The low level position of these features on the elevation will allow the perimeter landscaping to provide effective screening. Page 48 Figure 57 Illustrative Elevations

49 DESIGN AND ACCESS REQUIREMENTS 6.6 Building Design Roof and Elevations Further consideration of the design treatment for the building elevations and roof treatments will be undertaken and the subsequent detailed design and reserved matters stage Particular attention will be paid to the design and colour treatments and to measures to mitigate and minimise as far as practicable the visual effects of the buildings from surrounding viewpoints Relevant best design practice will be drawn upon, including the use of guidelines such as Guidance on the selection and use of colour in development (Author Malvern Hills AONB Partnership 2015/16). Although this particular guidance refers to a different landscape it includes helpful design principles in terms of the approach to the use of colour in development. Figure 58 Example of dock levellers and warehouse offices Page 49 Figure 59 Example of glazed warehouse offices

50 DESIGN AND ACCESS REQUIREMENTS 6.7 Building Design External Areas HGV and car parking standards for the development are based upon industry standards and the avoidance of parking on the internal estate roads Security gatehouses will be designed to accommodate incoming queuing goods vehicles whilst maintaining a free flow of cars and cycles to designated parking areas Tenants will be responsible for on site security of the development plots. Fencing to the perimeter of each site will be designed to be unobtrusive within the perimeter of the landscaped zone, with the minimal amount of impact on landscaping. This fencing will generally be plastic coated galvanised steel rectilinear mesh with metal posts External finishes will be a selection of concrete, tarmacadam or block paviors / paving slabs with road marking and parking demarcated in white / yellow thermoplastic paint Building signage will generally be limited to strategic elevations where it will inform vehicles and pedestrians on the internal road network of the identity of the building tenants. Advertising Consents will be applied for to the Local Planning Authority where required. Key signage will generally not be permitted above eaves and will be in scale with the elevations of the building and reflective of the tenants corporate image. No display signage unrelated to the corporate name will be allowed on the building elevations, or within the development site. Figure 60 Example of external hard finishes No parking will be permitted on the infrastructure roads, therefore early HGV arrival bays will be provided on each plot to allow the safe parking of any HGV,s prior to entry onto the plots, this will therefore remove the need for HGV parking on the existing road network,. rail/park shunting services for the delivery of containers to and from the rail terminal operations will also be provided. Page 50

51 DESIGN AND ACCESS REQUIREMENTS 6.8 Sustainability Warehouse offices will be designed to maximise the use of natural ventilation and light by limiting the buildings depth Low energy ventilation systems are characterised by maximising the use of natural ventilation within the offices, and the overall building design should aspire to the BREEAM Industrial standard of Very Good The buildings will exceed the standards identified in the building regulations for air tightness Lighting energy will be minimised with the use of additional roof lights, movement activated sensors to turn lights on and off, appropriate lighting intensity in different areas and the use of a LED lighting system The intention is that through the detailed design of the building insulation standards, including UV value targets will exceed current Building Regulation requirements A Building Management System may be provided to minimise the carbon footprint of the building throughout its operational life The following features in figure 11 may be incorporated in the building:- Figure 61 List of typical eco initiatives Page 51

52 DESIGN AND ACCESS REQUIREMENTS 6.9 Rail Design and Accessibility The layout of the intermodal terminal and associated main line connections has evolved during the course of the design stage, the aim being to reflect on stakeholder consultation to date and the emerging wider network of port and inland terminals. Drawing on developments at Felixstowe (new north terminal), iport (Doncaster) and DIRFT III, the intermodal terminal features fulllength sidings capable of processing trains up to the full 775m industry standard, reducing the need to split and shunt trains in half-length portions (as at DIRFT1, Hams Hall and Birch Coppice), which can be more time-consuming Trains can therefore arrive and depart in either direction of travel direct to/from the West Coast Main Line, with passive provision for 2 of the 6 full-length sidings to be capable of being electrified in future if required. Once in the handling sidings, container handling operations would be undertaken either by reach stackers in the first phase (working off the 2 nearest sidings to the apron) and/or overhead rail-mounted gantry cranes in future phases. Additional sidings are provided to the north of the intermodal terminal, providing additional stabling space, a headshunt capability for shunting trains to and from the intermodal terminal, and access for conventional wagons into the adjacent warehousing. Figure 62 Example of a overhead rail-mounted gantry crane Page 52 Figure 63 Example of reach staker

53 DESIGN AND ACCESS REQUIREMENTS 6.9 Rail Accessibility HGVs arriving at the intermodal terminal would park ahead of the gatehouse as required, the parking area provided with driver amenity facilities and provision for overhead inspection gantries to allow drivers to check and secure containers prior to departure by rail. HGVs would then draw up to the gatehouse, any HGVs with missing or incorrect documentation or having arrived at the site by mistake can be turned back to the highway via an escape lane ahead of a second gateline protecting access to the intermodal terminal. Beyond this point the terminal forms a securelyfenced Restricted Zone under DfT Channel Tunnel security requirements, where only authorised vehicles and people can be admitted. HGVs would then pass south alongside the handling sidings, allowing close proximity to effect fast transfer or containers directly between trains and HGVs. The HGVs would then turn at the southern end of the terminal and travel north, exiting the Restricted Zone back to the highway network As installed, the rail-mounted gantry cranes would span the 4 handling sidings and the entire width of the intermodal terminal, allowing containers to be moved between trains, intermediate storage areas and HGVs as required. The container storage area would be capable of stacking containers up to 4 high, the stacks stepped down in height alongside the main HGV transfer area for safety reasons. Figure 64 Example of rail terminal gatehouse Page 53 Figure 65 Example of rail mounted gantry crane

54 DESIGN AND ACCESS REQUIREMENTS 6.10 Road Accessibility including Bridges There are a number of highway works proposed to serve the scheme and provide improvements for existing road users. These aspects of the strategy will ensure that appropriate access is provided for WMI traffic, ensure that the Proposed Development does not have an adverse impact upon the existing transport network and also provide improvements for some existing road users. Access to Site In order to facilitate highway access to WMI, it is proposed to construct the following three new roundabout junctions; A5 Access (north of Site) Construction of a new three arm roundabout from the A5; A449 Access (west of Site) Construction of a new four arm roundabout from the A449 into Gravelly Way at Crateford Lane. This will replace the newly constructed traffic signal junction; and Vicarage Road Access (south of Site) - Construction of a new four arm roundabout from Vicarage Road. A5 Access Given the proximity to M6 junction 12, the northern access on the A5 is the key access to the development for vehicular traffic. The junction configuration will consist of a three arm roundabout with a diameter of approximately 60 metres The existing access on the A5 which serves the minerals workings will be closed whilst access to Avenue Cottages will be retained. The existing priority junction of A5 / Harrisons Lane will be converted to a left in / left out only arrangement. This will be physically enforced through the implementation of a right turn median The introduction of the A5 roundabout would require the closure of the existing A5 laybys. However, it is proposed to relocate these laybys so that they are adjacent to the A Pedestrians and cyclists are accommodated with at grade uncontrolled crossings on all arms of the junction. A449 Access A second access to serve the site is proposed from the A449 via a modified junction with Gravelly Way and Crateford Lane The junction has recently been the subject of highway works due to the current consented development along Gravelly Way and involved the replacement of a priority crossroads with a traffic signal junction. It is proposed to replace this junction with a four arm roundabout in order to serve the additional traffic generated by both the current approved scheme and the proposed SRFI To the west of the new roundabout, it is proposed to convert Crateford Lane to one way in an eastbound direction in order to reduce and remove the potential for both WMI and other traffic to use it as a rat run Given that the A449 access would see the conversion of an existing junction, the access strategy would not see an increase in junctions with this section of the SRN. Page 54

55 DESIGN AND ACCESS REQUIREMENTS Pedestrians and cyclists are accommodated with at grade uncontrolled crossings across the southern, western and eastern arms of the junction To the south of the proposed roundabout there will be improved bus stops. There will then be improved footway connections and crossing facilities into the site. These bus stops would provide shelters and waiting facilities New bridges will be provided in order to cross both the West Coast Mainline and the Staffordshire and Worcestershire canal. The provision of the new rail bridge will enable the closure and removal of the existing Gravelly Way railway bridge. All existing land along Gravelly Way that is adopted and which is not required to accommodate highway infrastructure will be stopped up. The existing Gravelly Way canal bridge will be retained to provide access to the existing uses. Vicarage Road Access A third vehicular access is proposed from Vicarage Road to the south east of the development. This access junction would serve the southern part of the development and development land south of Vicarage Road. This junction would take the form of a four arm roundabout and would facilitate access to land either side of Vicarage Road. Pedestrians and cyclists are provided for by uncontrolled at grade crossings on all arms of the junction. Adopted Route through the Site The proposed development would provide a link road connecting the A5 and A449. This will be a 30 mph adopted public highway to be maintained by Staffordshire County Council. It will be available for use by public traffic at all times and would be a signed route between M6 Junction 12 and the A This route will be a 7.3 metre carriageway together with a 3 metre shared use cycle footway provided adjacent to the east and north bound carriageway. The width of the route will widen in order to facilitate right turn lanes to serve development plots. Pedestrian crossing islands will be provided in the vicinity of the access junctions to the development plots and a 24 hour clearway will be provided along the route in order to prevent parking on the carriageway This route will be both an access to WMI and a major element of highway infrastructure that will provide the opportunity for some existing traffic to bypass the Gailey Roundabout, thereby giving motorists a choice of routes at busy times. Non Adopted Route through the Site In addition to the adopted route through the site, a further traffic route will be provided to the south east towards Vicarage Road. The two routes will connect via a new three arm roundabout located within the site approximately 500 metres to the south of the A Whilst this route will not be offered for adoption by Staffordshire County Council, it will be provided to adoptable standards. This road will be controlled by WMI and provide access solely for the occupants as there is no reason for other traffic to use the road This road will be a 7.3 metre carriageway with right turning lanes for access to the development plots. 3 metre cycleway/footways will be provided adjacent to both sides of the carriageway, with at grade crossing facilities by way of pedestrian refuge islands. Station Drive A right turn ban into Station Drive is proposed for northbound traffic on the A449 along with an HGV turning area on the west side of the railway bridge on Station Drive. Page 55

56 DESIGN AND ACCESS REQUIREMENTS Currently the junction of Station Drive and the A449 is subject to peak period queuing. Station Drive and Station Road also have a number of properties with direct frontage and there is a low railway bridge which can give rise to problems of over height vehicles. In addition, the Station Drive / Vicarage Road corridor is known to experience rat running traffic travelling towards the A5 in order to avoid Gailey Roundabout The implementation of the right turn ban will prevent rat running traffic from the south being able to reach the A5 by using Station Drive and Vicarage Road. Vehicles requiring direct access to existing properties along Station Drive or the Four Ashes Trading estate will be able to undertake a U turn further north at the proposed A449 roundabout. Traffic wishing to access the A5 will have the opportunity to avoid Gailey Roundabout by the introduction of the proposed adopted route through the site Banning this right turn will reduce the level of existing traffic using Station Drive, it will also ensure that WMI traffic from the south will not be able to access the development from this route and instead will need to use the A449 junction In addition to the right turn ban the provision of a turning area on the west side of the railway bridge on Station Drive will mean that any HGVs which do inadvertently turn into Station Drive can turn around without striking the bridge or causing traffic disruption trying to turn or reverse back out of Station Drive. Figure 66 Drawing showing proposed road improvements Page 56

57 DESIGN AND ACCESS REQUIREMENTS 6.11 Walking and Cycling Accessibility To improve the main pedestrian and cycle route connections to WMI a number of measures and improvements are proposed The existing shared use cycleway/footway to the east of A449 between Gailey Roundabout and the junction with Station Drive to the south will be upgraded to a 3m wide shared cycleway/footway There will be pedestrian crossing facilities at the proposed A449 site access roundabout and an upgraded footway on the west side of the A449 to facilitate access to bus facilities on the A From the south, at grade pedestrian crossing facilities are proposed in order to allow crossing of Straight Mile towards the permissive paths. It is also proposed to provide new footways at the junctions of Straight Mile / Kings Road / Woodlands Lane together with crossing facilities The provision of this network of pedestrian facilities will ensure access to the areas of public open space will be possible for those existing residents who may wish to visit these areas The existing footway adjacent to the north of the A5 will be improved with new signs and widened to a 3m wide shared cycleway/footway where possible within the highway boundary. This will be introduced along the A5 between Gailey Roundabout and the proposed site access from the north The towpath on the Staffordshire and Worcestershire Canal within the site (from the bridge over Vicarage Road to the south of Gailey Marina in the north) will be upgraded in consultation with the Canals and River Trust. This could include widening and suitable resurfacing There will be a 3m cycleway / footway along the section of Vicarage Road between the existing bridge over the Canal and the proposed site access. Pedestrian crossing facilities will be provided at the new four arm site access roundabout junction with Vicarage Road In addition to the external facilities all the roads within the site will have 3m shared use cycle/footways which will provide further opportunities for movement by these modes. These routes will be supplemented by a network of Permissive Paths, which will provide access to the areas of open space that the proposed development will provide. The permissive paths will, where possible, link to the Canal Towpath as well as the specific car parking areas that are proposed, and will provide replacement facilities for Footpath 29 that will be closed to accommodate the development. Page 57 Figure 67 Plan showing access locations

58 DESIGN AND ACCESS REQUIREMENTS 6.12 Travel Planning and Public Transport Individual Travel Plans will be implemented before occupation of each developed warehouse. These will need to follow the guidelines set out in the site wide Framework Travel Plan and will take advantage of new public transport measures Smarter working practices, including flexible and/or staggered working hours and remote/home working will be promoted and discussed with employers at WMI to reduce car borne trips. Travel Planning In line with national and local policies the Travel Plans will seek to; minimise the overall proportion of single-occupancy car trips associated with commuting to and from the Site, reduce the overall need to travel to and from the Proposed Development by private car, facilitate and encourage the use of healthy, low carbon and sustainable transport options amongst employees and visitors to the Site, and ensure that the differing transport needs of all site users are taken into account as far as practicable The Travel Plans will be implemented and operated in partnership with the local planning and highway authorities, and other key stakeholders locally, to achieve both site-specific and area-wide reductions in single-occupancy car-based commuting The four main strands of the Travel Plan measures are; improving sustainable transport services and facilities, promotion and marketing, promoting more efficient car use and introducing smart working practices The Travel Plans for WMI will operate under a specific brand identity which will be promoted to employees and a single online website portal will bring together transport information for the site, to promote sustainable transport and enable employees to make an informed choice on their mode of travel to WMI. This will be supported by Personalised Travel Planning sessions which will be delivered to businesses at WMI In order to implement the Travel Plans, the Framework Travel Plan sets out the requirement for a site wide Travel Plan Coordinator (TPC) to manage and coordinate all the occupier Plans, and the formation of a Steering Group to oversee the travel planning for the site. Public Transport It is proposed to improve the existing public bus services to the site, this could include an additional two new buses and an enhanced service frequency between Wolverhampton City Centre and WMI. These improvements would enhance the existing Service 54 to provide a half hourly service between WMI and Wolverhampton. These buses could serve the improved bus stops on the A449 and those located in the vicinity of The Gailey Roundabout To incorporate access to WMI the existing bus route could divert into the site via the proposed roundabout junction with the A449 and through the site before emerging at the A5. It is considered that the two new buses supporting an improved frequency will not operate any further north than WMI and will terminate within WMI before returning to Wolverhampton Should demand or aspirations of the operator or other Stakeholders be to improve the service frequency between WMI, Penkridge, Stafford or any other destination, the proposals do not preclude this from being implemented in the future To promote more efficient use of car journeys, a car sharing portal will be created and promoted to employees, supported by a guaranteed ride home scheme. Page 58

59 DESIGN AND ACCESS REQUIREMENTS In addition to the possible enhanced existing Service 54, it is proposed that three shuttle bus services could be provided between the site and significant clusters of employees. Based on current demographics these are likely to be Cannock Chase, Walsall and the wider Wolverhampton urban area, however in practice the clusters will be informed by the personalised planning to be undertaken with the Travel Plan which may identify other areas of South Staffordshire Shuttle bus arrivals and departures will be timed to coincide with shift patterns and office hours. Bus stops would be provided on site in the vicinity of the internal roundabout as well as on the eastern internal road. Provision would be made for bus shelters and waiting facilities. Figure 69 Example bus shelter Figure 68 - Attributes of WMI Location Page 59 Figure 70 Local bus network

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