Basingstoke Motorway Service Area Design and Access Statement, October 2017

BD11

Awaiting Nigel’s

Contents

1.0 Introduction 11.0 Energy and sustainability

2.0 Outline of MSA requirements 12.0 Security

3.0 Design team 13.0 Community engagement

4.0 Existing site and local environment 14.0 Summary

5.0 Evaluation

6.0 Early design development

7.0 Final design APPENDICES

8.0 Design for Access A. Schedule of accommodation and area demarcation plans

9.0 Landscape, external works and SuDS B. Drawings: vehicle tracking plans

10.0 Structural and civil engineering C. Drawings: site and building services

1.0 Introduction

1.01 Purpose of this document

This Design and Access Statement has been prepared on behalf of the applicant Moto Hospitality Ltd and forms part of a Full Planning Application for a new Motorway Service Area (MSA) on land adjacent to junction 6 on the M3. The Design and Access Statement (DAS) is to be read in conjunction with a range of supporting documents as scheduled in the application submission.

The DAS sets out an analysis of the existing site, its opportunities and constraints, the rationale behind the design proposals, the design SURFHVV DQG DQ H[SODQDWLRQ DQG GHVFULSWLRQ RI WKH ¿QDO SURSRVDOV The Planning Application is supported by further supporting documents FRYHULQJDUDQJHRIVXEMHFWPDWWHUVWKDWKDYHDOVRVWURQJO\LQÀXHQFHG WKH¿QDOGHVLJQ

1.02 Background

Moto Hospitality Ltd are the UK’s leading provider of MSAs with over 45 locations and 5,000 employees across the UK. The company was founded in 1962 (as Granada) and retains its headquarters at Toddington Services. It became known as Moto Hospitality Ltd in 2001.

The Department for Transport (DfT) advises that drivers take a 15 minute break every two hours to support the safety and welfare of road users and to prevent tiredness and related accidents. MSAs provide drivers and their passengers with the opportunity to rest, visit toilet facilities and take refreshments. Many MSA sites also have hotels for overnight stays.

MSAs provide 24 hour parking for HGV vehicles to ensure drivers of large vehicles and abnormal loads can keep safely within their tachograph limits. On-site dedicated parking prevents the need for these vehicles to use unmanaged roadside bays, lay-bys or local nearby roads, which FDQ FDXVH XQQHFHVVDU\ REVWUXFWLRQ WUDI¿F FRQJHVWLRQ DQG FDQ EHD nuisance to local residents.

'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH 1.0 Introduction

T s a ' It is clear that MSAs perform an important road safety function by 3 r providing opportunities for the travelling public to stop and take a break CHIEVELEY SERVICES in the course of their journey and in providing appropriate, managed

READING SERVICES parking for all vehicle types.

The proposed MSA occupies land to the east of the junction 6 roundabout on the M3 at its intersection with the access routes into Basingstoke to the northwest of the M3 via the Black Dam link road and the roundabout intersection with the A30 and A339.

FLEET SERVICES This section of the M3 is a vital part of the motorway network, but it is not well served with rest stops for drivers. Government advice makes FOHDULQYLHZRIWKHVDIHW\EHQH¿WWRPRWRULVWVWKDWWKHUHLVDQHHGIRU MSAs at intervals of no more than 28 miles and that this distance can BASINGSTOKE be shorter to protect the safety and operation of the network. Indeed, MOTO SERVICES since 2013 there is no longer a regulation stipulating a minimum distance between MSAs. The proposed site will alleviate the shortfall in rest stop provision on this part of the strategic road network, including

R routes via Basingstoke and the A303 to the southwest of junction 6.

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'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH 2.0 Outline of MSA requirements

2.01 Summary proposals

The proposed MSA will be required to comply with the DfT’s circular 02 / 2013 and will comprise site and building facilities as summarised below:-

• Entry / exit points to highway network at the roundabout at junction 6 • Internal road circulation • Main amenity building, including external seating, plant buildings and service yard areas • Lodge building and associated gardens • )XHO¿OOLQJVWDWLRQ IRUDOOYHKLFOHV • Drive-thru unit (coffee) • Other freestanding mobile kiosk units in close proximity to main amenity building entrance

• Parking for: - Main amenity building and lodge (includes cars and motorcycles) - HGV parking - Coach parking - Caravan parking - Staff parking - Abnormal load parking bay

• External works comprising: - Soft landscaping - Hard landscaping - Water features - Picnic areas - External seating areas - Dog walking areas - Signage - Lighting - Site-wide surface water drainage via sustainable drainage systems (SuDS)

'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH 2.0 Outline of MSA requirements

2.02 Outline programme

Subject to granting of Planning Permission, it is intended that the works start on site late 2018 / early 2019, with an opening date in 2020.

'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH 3.0 Design team

The project design team is scheduled as below:-

Project Management THE MILLBRIDGE GROUP LTD 16 Watermark Way Foxholes Business Park Hertford SG13 7TZ Tel. 01992 300301

Architects and Principal ROBERTS LIMBRICK LTD Designers The Carriage Building Bruton Way Gloucester GL1 1DG Tel. 03333 405500

Structural and Civil FURNESS PARTNERSHIP Engineers 20 Britton Street London EC1M 5TX Tel. 020 7490 4353

M&E Engineers PICK EVERARD (NOTTINGHAM) LTD Gothic House Barker Gate Nottingham NG1 1JU Tel. 03450 450050

'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH 3.0 Design team

Quantity Surveyors THE MILLBRIDGE GROUP LTD Other supporting reports, GREENGAGE ENVIRONMENTAL 7 - 8 St. Martin’s Place including environmental 64 Great Suffolk Street Trafalgar Square assessment and sustainability London SE1 0BL London WC2N 4HA matters Tel. 020 3544 4000 Tel. 020 7065 1150

Public Relations Advisors MEETING PLACE COMMUNICATIONS Landscape Consultants ILLMAN YOUNG LANDSCAPE DESIGN Unit 4A Festival House The Aquarium Jessop Avenue 101 Lower Anchor Street Cheltenham GL50 3SH Chelmsford CM2 0AU Tel. 01242 521480 Tel. 01245 256180

Highways Consultants PFA CONSULTING PLC Stratton Park House CDM Advisors GLEEDS HEALTH AND SAFETY LTD Wanborough Road (acting under Roberts 1400 Bristol Parkway North Swindon SN3 4HG Limbrick Ltd) Newbrick Road Tel. 01793 828000 Bristol BS34 8YU Tel. 0117 317 3311

Planning Consultants COLLINS & COWARD LTD The Courtyard 9A East Street Coggleshall CO6 1SH Tel. 01376 538533

'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH 4.0 Existing site and local environment

4.01 Location and general site characteristics

The site is located adjacent to junction 6 of the M3 on land to the east of the junction. The roundabout at junction 6 is subject to motorway regulations. Basingstoke is located immediately to the northwest on the opposite side of the motorway.

The site boundary with the motorway is well planted with trees, which continues along the full length of the westbound off-slip road as it drops down to the roundabout at junction 6. This band of trees continues around the outside of the roundabout and subsequently rises again as it follows the west bound on-slip road where it rejoins the main motorway carriageway. The M3 carriageway is highly visible as it continues over the top of the junction 6 roundabout.

7KHHQWLUHHDVWHUQERXQGDU\RIWKHVLWHLVGH¿QHGE\H[LVWLQJPDWXUH woodland known as Oaken Plantation, albeit there is a post-war woodland buffer, also mature, between the proposed site and the plantation. The southern and western boundaries are formed by DJULFXOWXUDO¿HOGVSDUWO\RSHQDQGSDUWO\OLQHGE\DQH[LVWLQJKHGJHURZ running south away from the junction 6 roundabout.

The proposed MSA development site encompasses an area of c15.37 KHFWDUHVDQGSUHVHQWO\FRPSULVHVDVLQJOH¿HOGLQDJULFXOWXUDOXVH7KH ¿HOGVORSHVXSIURPZHVWWRHDVWZLWKFRQWRXUVUXQQLQJODUJHO\SDUDOOHO to the line of Oaken Plantation. The application site area extends to c21.34 hectares, as it includes a wider boundary encompassing works to the junction 6 roundabout. The lowest part of the site adjacent to the junction 6 roundabout is c84.00 AOD. The site then rises to a level of c101.00 AOD along its eastern boundary with Oaken Plantation. Whilst the rise across the site is c17m, this rise is gradual with a generally even gradient.

In view of the site gradients, the land naturally drains towards the southwestern quadrant of the site adjacent to the junction 6 roundabout. Historically, prior to the construction of the M3, the land drained north via a series of linked ponds into what is now known as the Black

'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH 4.0 Existing site and local environment

Dam Nature Reserve. When the M3 was constructed, drainage in 4.02 Topography this direction was preserved via the implementation of a 600mm diameter culvert drain running from southwest to northeast through the Whilst the site’s general topographical characteristics are discussed roundabout junction. This drain also captures the drainage from the above, detailed existing site survey drawings by the Greenhatch Group motorway carriageway over the junction 6 roundabout. The outfall are included as application drawings (refer to Greenhatch Group from this culvert is evident at the southern corner of the Black Dam drawing nos. 22755 / T1, T2, T3, T4 and UG-1). Nature Reserve where it then feeds into a series of well managed, linked ponds through the nature reserve, running from the junction 6 4.03 Wider site setting and views roundabout to the Black Dam roundabout. The existing site is relatively self-contained and visually screened by 7KH (QYLURQPHQW $JHQF\ ÀRRG PDS IRU SODQQLQJ LGHQWL¿HV WKDW WKH ZHOOGH¿QHGPDWXUHWUHHEHOWVWRWKHHQWLUHO\RILWVHDVWHUQERXQGDU\ HQWLUHVLWHOLHVZLWKLQ)ORRG=RQHDQGWKHUHIRUHÀRRGULVNIURPULYHUV The eastern tree belt known as Oaken Planation is some 35m to 50m and the sea is considered to be low. A small area of the site adjacent deep and forms one side of New Park, which forms part of the larger to the junction 6 roundabout is noted to be at risk of surface water environment of Hackwood Park. New Park is a narrow wedge of open ÀRRGLQJDOEHLWWKHUHDUHQRKLVWRULFDOUHFRUGVRIÀRRGLQJDWWKHVLWH land between Oaken Plantation and Dickens Lane Plantation which The Flood Risk Assessment concludes that, with the implementation of once contained an approach to Hackwood Park. The northern end of a SuDS surface water drainage strategy, the development of the site this park is now severed from its gateway by the M3 carriageway. The LVIHDVLEOHDQGWKDWGHYHORSPHQWZLOOQRWLQFUHDVHÀRRGULVNWRWKHVLWH gateway still exists to the north of the M3 and now acts as a gateway itself or elsewhere. into the Crabtree Plantation and the Black Dam Nature Reserve. The site is not visible from New Park, being screened by the mature 2DNHQ3ODQWDWLRQWUHHVZKLFKULVHVLJQL¿FDQWO\ PWRP DORQJLWV boundary with the proposed site. The proposed site also falls away down to the junction 6 roundabout and sits below the higher levels of New Park.

Oaken Plantation runs from the M3 carriageway at the northern tip of the site, south towards Dickens Lane. Dickens Lane is located approximately 750m to the south of the proposed site, where it travels west and connects to Hackwood Road (A339) close to the point where the Hackwood Road passes under the M3 carriageway and links to the centre of Basingstoke. Dickens Lane also connects east towards Tunworth. Whilst Dickens Lane is lined with trees along its FDUULDJHZD\JOLPSVHGYLHZV¿OWHUHGE\WUHHVDUHDYDLODEOHWRZDUGVWKH site in a northerly direction when travelling east from the A339, albeit the backdrop to these views is the elevated M3 carriageway as it passes over the top of the junction 6 roundabout.

'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH 4.0 Existing site and local environment

Hackwood House and Park are located further south of Dickens Lane. A wide raised bund and band of mature perimeter tree planting visually There are no views of the house from the site and vice versa. screens this residential area from the main highway network and the proposed MSA site. However, the motorway noise, whilst tempered to 2SHQDUDEOH¿HOGVGH¿QHWKHVLWHWRWKHVRXWKZHVW7KHODQGEHJLQVWR a degree by the perimeter tree planting, is still very evident. rise again beyond the proposed MSA site from the hedgerow running There is no pedestrian access from the site to either the Black Dam north / south from the junction 6 roundabout to Dickens Lane. The Way residential area or the Black Dam Nature Reserve. KLJKSRLQWRIWKLVULVLQJODQGLVGH¿QHGE\D¿HOGERXQGDU\UXQQLQJQRUWK / south, broadly where the westbound on-slip road rejoins the main Visually, the site is very well contained in a small valley, falling from M3 carriageway. From here, the land falls again towards the point Oaken Plantation towards the roundabout at junction 6. The site’s where Dickens Lane joins the Hackwood Road (A339) where it passes natural topography and perimeter tree belts, including Oaken Plantation beneath the M3 carriageway approximately 1km west of the site. and those along both sides of the M3 carriageway, screen the site well in distant views. Some more local glimpses through tree cover along The M3 carriageway dominates the entire northwestern site boundary Dickens Lane are available and the upper part of the site is locally and the wider visual setting in this locality from Oaken Plantation to the visible from a small area of Crabtree Plantation on the northern side of point where the Hackwood Road passes under the M3 carriageway the motorway. 1km to the west. The elevated sections of motorway, particularly ZKHUH LW ÀLHV RYHU WKH MXQFWLRQ URXQGDERXW FOHDUO\ GRPLQDWH WKLV 4.04 Heritage context setting, as does the wider backdrop of Basingstoke centre where the taller buildings are visible in views to the north and northwest of the M3. The planning application includes a separate Heritage Assessment covering archaeology and cultural heritage, which should be referred to The northeastern quadrant of the junction 6 roundabout is occupied by for its fuller detail. The site itself has been the subject of archaeological Black Dam Nature Reserve and Crabtree Plantation. This landform investigation, which included a desktop study, a geo-physical survey, falls towards the junction 6 roundabout. There is some parity between and physical evaluation and recording on site by Archaeology South the land levels to the north of the motorway junction towards Crabtree East via trenching, in accordance with Hampshire County Council Plantation and the proposed MSA site. Some limited views into the site requirements. from this direction are available, albeit with tree lined boundaries both sides of the M3 carriageway intervening. The dominant backdrop in 2QVLWH WUHQFKLQJ LGHQWL¿HG WKDW WKHUH DUH D UDQJH RI DUFKDHRORJLFDO these views from the northwest is the high line of trees forming Oaken remains within the site. Following completion of the trenching, Plantation. The visual presence and audibility of the M3 carriageway discussions with the Hampshire County Council Planning Archaeologist naturally intervenes in any appreciation of views from the north side of FRQ¿UPHG WKDW WKH UHPDLQV GLG QRW PHULW SUHVHUYDWLRQ LQVLWX EXW the M3 carriageway. The motorway is clearly the main noise generator that there would be a requirement for archaeological mitigation in the local vicinity. H[FDYDWLRQRIWKHUHPDLQVLGHQWL¿HG7KLVZLOOEHVHFXUHGE\XVHRI an appropriately worded Planning Condition, subject to the granting of The northwestern quadrant of the junction 6 roundabout is occupied by planning permission. WKH%ODFN'DP:D\UHVLGHQWLDODUHDGH¿QHGE\WKH0FDUULDJHZD\DQG link road from the junction 6 roundabout to the Black Dam roundabout.

'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH Aerial photograph 4.0 Existing site and local environment

'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH 4.0 Existing site and local environment

The study site is located adjacent to the Grade I Registered Park and 4.06 Key site services and utilities Garden (RPG) of Hackwood Park Estate. The study site also lies adjacent to New Park, an area of ‘woodland plantations enclosing There are no known utility services crossing the site. There is a grassland’, which was established in the early to mid-19 century when surface water culvert running beneath the roundabout from the site it became part of Hackwood Park (National Heritage List for England boundary on the southwestern side of the roundabout running north ref. 1000332). Oaken Plantation forms part of New Park, albeit this is to the northeastern side of the motorway roundabout. There are buffered from the site by a post-war tree belt. some electricity and telecom services running around the roundabout which will require diversion to facilitate the proposed new access to the An assessment has been undertaken into the impact of development MSA site. A telecommunications mast is located approximately 300m on the RPG, drawing on the Landscape and Visual Impact Assessment southwest of the site, adjacent to the M3 carriageway. (LVIA) which includes key views from the south (Dickens Lane) and the north (Crabtree Plantation). Overall, the assessment concluded that 4.07 Landscape and agriculture WKHSURSRVDOVZLOOQRWUHVXOWLQDQ\ORVVRIVLJQL¿FDQFHWRWKH53*7KLV is primarily because of the existing and proposed tree screen planting, The site comprises open arable farm land. The agricultural land is the site’s natural rolling topography and due to the existing impact of FODVVL¿HGDV*UDGH FDWHJRULHVµD¶DQGµE¶ 7KHVRXWKHUQERXQGDU\LV the M3 motorway. RSHQWRDGMRLQLQJDJULFXOWXUDO¿HOGVDQGDQH[LVWLQJKHGJHURZOLQNVWKH southern boundary along a short western boundary up to the boundary The proposed development is also considered to have no impact on with the M3 carriageway. The eastern boundary is dominated by Oaken WKHVHWWLQJDQGVLJQL¿FDQFHRIWKHPDMRULW\RIWKHOLVWHGEXLOGLQJVZLWKLQ Plantation planted as part of the broader parkland to Hackwood Park, Hackwood Park, as views to and from the majority of them are blocked albeit a more recent post-war woodland block intervenes between the in views by woodland and by the site’s existing rolling topography of the site boundary and the plantation. Both of these woodland blocks are wider landscape setting. made up of predominantly mature broadleaf trees and conifers.

4.05 Ground conditions The motorway boundary to the northwest comprises unremarkable roadside planting which is relatively dense and impenetrable in places. 7KHJHRWHFKQLFDOVLWHLQYHVWLJDWLRQFRQ¿UPHGVXEVRLOVDQGXQGHUOD\LQJ The roadside planting is relatively effective in screening the site from strata to be chalk, with approximately 300mm of topsoil. The chalk was the M3 and from Basingstoke, including the Black Dam Nature Reserve found to have a relatively good bearing strength, permitting standard to the north. sub-structure solutions for buildings and roads. Being chalk downland, WKHJURXQGKDVUHODWLYHO\JRRGVRLOLQ¿OWUDWLRQUDWHVZKLFKZLOOIDFLOLWDWH The site lies within ‘countryside’ outside the Settlement Policy Boundary simple site drainage solutions via a SuDS network. of Basingstoke and does not lie within areas covered by international, national or regional landscape designations. The site lies within the Hampshire Downs, which are part of the central southern England chalk belt.

'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH 4.0 Existing site and local environment

The off-site perimeter woodland and hedgerows have some ecological value and development proposals will be required to retain and protect these boundaries and, where possible, enhance, extend and improve their connectivity.

A phase 1 habitat survey was initially undertaken, which subsequently OHGWRVSHFL¿FVSHFLHVVXUYH\ZRUNLQFRQQHFWLRQZLWKEDWVDQGEDGJHUV 7KHVXUYH\ZRUNLGHQWL¿HGEDWDQGEDGJHUDFWLYLW\DORQJWKHOLQHVRIWKH perimeter woodlands and motorway boundary, which represents the main faunal consideration requiring protection and mitigation during construction.

These reports and the Ecological Mitigation report recommend a series of mitigation measures during construction, which will be implemented, DQGDQXPEHURIVDIHJXDUGVUHODWLQJWRWKHGHVLJQRIWKH¿QDOOLJKWLQJ VFKHPH7KHUHSRUWVDOVRQRWHWKHVLJQL¿FDQWSRWHQWLDOWRSURYLGHQHZ perimeter buffer planting to shield existing boundary woodland and to increase landscape integration and connection via native planting, including trees, hedgerows and wetland features, thereby leading to a VLJQL¿FDQWLQFUHDVHLQWKHVLWH¶VELRGLYHUVLW\YDOXH

4.08 Ecology

The planning application is supported by a number of ecological assessments of the existing site, including:-

• Preliminary ecological appraisal • Bat survey report • Badger survey report • Tree survey BS5837 • Arboricultural impact assessment

7KHVH GRFXPHQWV FRQ¿UP LQ YLHZ RI WKH VLWH¶V FXUUHQW LQWHQVLYH agricultural use, that the site itself is dominated by habitat of low to negligible ecological value and that it has limited potential for protected species.

'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH 4.0 Existing site and local environment

'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH 5.0 Evaluation

5.01 Site analysis

An early analysis of the site and its local context was undertaken in order to inform initial site planning. This analysis has subsequently informed the site masterplan, position of buildings, location of parking areas, building designs and landscape integration. This early analysis is summarised in the aerial photograph on the following page and scheduled as ‘opportunities’ and ‘constraints’ in the following sections.

5.02 Opportunities

• Utilise Oaken Plantation to visually contain the new MSA buildings. This is a deep mature woodland with a considerable height, which will act as a containing backdrop in many near and distant views whilst also entirely screening the MSA development in views from the east. • Although off-site, the existing wooded buffer between the motorway and the Black Dam housing estate to the west also serves to screen the proposed development from those properties. • Utilise existing landscape buffers running parallel and on both sides of the M3 carriageway and enhance if necessary. • Consider new MSA building locations to assist to screen development proposals, particularly parking, from existing woodland. • Consider height of MSA buildings in comparison to the height of the perimeter woodland, keeping buildings lower to ensure effectiveness of woodland as visual background containment and effective screening. • Take advantage of the site’s sloping ground to position buildings effectively and to assist intuitive site navigation. • Take advantage of the site’s sloping ground falling to the west towards the motorway and the views and orientation across the site in this direction. • Site is extensive; consider landscape integration to all areas, to perimeter for visual buffering, and integration of site-wide sustainable drainage system. • Consider raised landscaped mounds to provide effective screening to open southern boundaries.

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• Opportunities for good building orientations to west, taking advantage • Consider locality of closest residential properties to the south. of sun path in afternoon. Bunding to be incorporated to the southern boundary with associated shrub and tree planting to control noise from parking areas (e.g. 5.03 Constraints HGVs) and lighting from buildings and car parks.

• $FFHVVSRLQW¿[HGDQGWREHWDNHQIURPMXQFWLRQURXQGDERXW$OVR consider site levels with the carriageway around the roundabout. Rising ground around the roundabout will determine location of connection. • Existing perimeter trees to be retained / protected from development, inclusive of off-set and buffer planting zones. Similar buffer planting zones will be required to protect existing ecology to perimeter woodland (bats / badgers). • Site services, gas and drainage facilities (surface and foul water) are limited; alternative solutions required. • Some existing services at roundabout may require diversion to facilitate new access. • Consider and control visibility of site in views from the northwest and south (the site is well screened from the east by Oaken Plantation and its adjacent buffer planting). • On-site archaeology has been assessed through detailed geophysical survey and a programme of trenching works. It is expected that further monitoring will be required during construction, which will be enforced through a suitably worded planning condition. • Part of the site adjacent the junction 6 roundabout is at risk of surface ZDWHUÀRRGLQJ(QVXUHH[LVWLQJGUDLQDJHSURYLVLRQLVIXQFWLRQLQJ properly. Avoid development in this area and consider level and route of site access road and site drainage in this vicinity. • Consider site surface water drainage characteristics, taking account of potential percolation into the underlying strata. • The ground rises c17m from west to east. The site will require cut / ¿OOWHFKQLTXHVWRFUHDWHEXLOGLQJSODWHDX[UHDVRQDEOHURDGJUDGLHQWV and parking layouts, taking account of sloping site. • Sloping site likely to require development alignment running parallel with existing contours, i.e. avoid development perpendicular or across contours.

'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH 6.0 Early design development

6.01 Site access arrangements

An initial piece of work was undertaken with Highway Consultants PFA Consulting in order to determine appropriate site access arrangements. Following consultation with relevant highway authorities, it is proposed to access the MSA site directly off the junction 6 roundabout. This UHTXLUHVPRGL¿FDWLRQRIWKHH[LVWLQJURXQGDERXWWRFUHDWHDQHZDFFHVV into the site from the south-east of the roundabout between the west bound entry and exit slip roads. The position of the access point on the URXQGDERXWFDUULDJHZD\LVVWURQJO\LQÀXHQFHGE\H[LVWLQJOHYHOV6LWH and roundabout levels coincide at the point where the access is shown.

6.02 Early site masterplanning

Having established the proposed access arrangements and completed a thorough site analysis, it was possible to consider outline site masterplanning. A number of site layout arrangements were considered and tested in design forums prior to adopting the proposal submitted for Planning. These layout options considered key contextual matters alongside various circulatory site road arrangements and building and parking positions, whilst respecting the proposed site access position and arrangement from the roundabout at junction 6.

In order to ensure safe vehicular circulation, a largely one-way vehicular circulatory pattern is essential and, in order to avoid roads within the site crossing, the proposal incorporates a circulatory loop road running clockwise around the site. With the site entry and exit located to the ZHVWHUQVLGHRIWKHVLWHWKH¿QDOVHFWLRQRIWKHFLUFXODWRU\ORRSURDG therefore rotates around the southern part of the site prior to exit which, LPSRUWDQWO\GHWHUPLQHVWKHUHTXLUHGIXHO¿OOLQJVWDWLRQSRVLWLRQ7KH IXHO¿OOLQJVWDWLRQEHLQJWKH¿QDOSRLQWRIFDOOIRUDOOYLVLWRUVLVWKHUHIRUH located along the site’s southern boundary towards the site exit to the roundabout in the majority of the early site masterplan options considered.

'HVLJQDQG$FFHVV6WDWHPHQW2FWREHUSDJH 6.0 Early design development

In all, four masterplan arrangements were considered as illustrated in Option 1

the following section. Key considerations in developing these early site

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(;,67,1*),(/'%281'$5< up and compartmentalise the various site functions, i.e. as individual landscaped sites within the overall site, thereby creating good Option 1 landscape screening from all directions • (QVXULQJWKHIXHO¿OOLQJVWDWLRQLVWKH¿QDOFDOOSRLQWRQWKHFLUFXODWRU\ Positives loop road • Considering site contours and rising ground to the east to ensure • Reasonable amenity building visibility from entrance to the site, parking aisles and building plateaux work with, and not against, • )XHO¿OOLQJVWDWLRQLVLQJRRGORFDWLRQDV¿QDOVWRSRQH[LWURXWH existing site levels • Well landscaped entry to the site off the J6 roundabout with plenty • Avoiding development of land to the southwest of the junction 6 of space for SuDS roundabout in view of risk of standing surface water and utilising this • Development avoids area to the southwest of the J6 roundabout part of the site for extensive landscaping and as part of a site-wide where there is some risk of standing surface water SuDS scheme • Cars peel off circulatory loop road quickly, achieving early separation from HGVs • Route into main amenity building car park is reasonably lengthy, thereby reducing risk of vehicular back-up within the site

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(;,67,1*),(/'%281'$5< • Initial decision point for cars to separate off circulatory loop is close to the entrance. Early decision required. May cause health and Option 2 safety issues as cars slow to make decision. Possibility of back-up Positives on to motorway junction at busy periods. • Drive-thru coffee unit shown as kiosk. Exit from drive-thru lane is • Reasonable amenity building and lodge visibility from entrance to DIWHUDFFHVVWRIXHO¿OOLQJVWDWLRQRSSRUWXQLW\WRDFFHVVIRUIXHOLV the site missed. • )XHO¿OOLQJVWDWLRQLVLQJRRGORFDWLRQDV¿QDOVWRSRQH[LWURXWH • 6PDOO WULDQJXODU UHVLGXDO ¿HOG WR QRUWK LV LVRODWHG IURP UHPDLQLQJ • Well landscaped entry to the site off the J6 roundabout with plenty agricultural land of space for SuDS • HGV parking arrangement is perpendicular to contours and running • Development avoids area to the southwest of the J6 roundabout up site slope. Steep gradients are required and manoeuvring on where there is some risk of standing surface water sloping ground is problematic. • Main buildings align with rising site contours and Oaken Plantation • Similar circumstances as HGVs apply to caravan and coach parking. WRPDNHVHQVLEOHXVHRIVORSHDQGFRQWUROYROXPHVRIFXWDQG¿OO Parking arrangements are perpendicular to site gradients and are • Buildings utilise Oaken Plantation as a backdrop to visually contain aligned uphill. views from the west and screen views from the east

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(;,67,1*),(/'%281'$5< and lodge, screen and protect ecology of Oaken Plantation from main car park Option 4 • 1RUWKHUQ WULDQJXODU ¿HOG QRZ HQFRPSDVVHG DV SDUW RI VLWH DQG utilised for lodge and additional landscape purposes Positives • Full size drive-thru coffee unit incorporated • Good amenity building and lodge visibility from entrance to the site Negatives • )XHO¿OOLQJVWDWLRQLVLQJRRGORFDWLRQDV¿QDOVWRSRQH[LWURXWH • Reasonable landscaped entry to the site off the J6 roundabout with • Lodge visibility from site entrance is limited some space for SuDS • Caravans a little further away from amenity building than in other • Main buildings align with rising site contours and Oaken Plantation options WRPDNHVHQVLEOHXVHRIVORSHDQGFRQWUROYROXPHVRIFXWDQG¿OO • Buildings utilise Oaken Plantation as a backdrop to visually contain views from the west and screen views from the east • Relatively shallow main car park layout, minimising pedestrian walking distances

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• HGV parking runs parallel with slope with parking aisles parallel with 6.03 Masterplan selection and development site contours • Good relationship between coach and caravan parking areas with Following design review, the outline layout design illustrated in amenity building option 3 was selected as the most advantageous in response to the • Good landscape buffers to all perimeters, site’s immediate context, its opportunities and constraints and in • Service yard well screened between Amenity Building and perimeter response to the design parameters noted above. Having concluded planting the strategic site masterplanning, a considerable amount of further • Agricultural continuity link along eastern boundary linking residual design development has subsequently taken place, leading to the site ¿HOGDUHDDWQRUWKWRUHPDLQLQJODQGWRWKHVRXWK proposals now submitted for Planning. Whilst the detail of the design development is discussed later in this Design and Access Statement, Negatives WKHPRUHVLJQL¿FDQWGHVLJQGHYHORSPHQWVLQFOXGH

• Route into main parking areas from the roundabout access is quite • Landscape and site drainage design VKRUWDQGUXQVWKHULVNRIWUDI¿FEDFNLQJXSRQWRURXQGDERXWDWEXV\ periods An extensive scheme of landscape and integrated sustainable • Early and multiple decision making required as cars, HGVs, drainage system (SuDS) has been developed, which required layout caravans and coaches all peel off the main circulatory loop road in PRGL¿FDWLRQWRURDGDOLJQPHQWVDQGSDUNLQJGHVLJQVLQRUGHUWRIXOO\ close proximity to each other. May present health and safety risk. integrate with the site masterplan. This also required site expansion • Circulatory loop road is large and circumnavigates the entire site to incorporate wider perimeter bunded landscape buffers to the open and to the rear of the amenity and lodge buildings, exposing rear of southern boundary, wider ecological buffers to the eastern boundary buildings and service yards to views ZLWK2DNHQ3ODQWDWLRQDQGLQ¿OOODQGVFDSHDQGUDLVHGEXQGVWRWKH • Also some additional access / security risks as service yard is less northern tip of the site. secure • Lodge is in close proximity to the loop road and likely to be affected • Building design development by vehicular noise The initial site layout options illustrated buildings as outline blocks. All • +*9SDUNUHPRWHIURPGULYHWKUXDQGIXHO¿OOLQJVWDWLRQIDFLOLWLHV of the buildings are now designed in detail, resulting in further layout • Caravan and coach parking arrangements are perpendicular to site evolution to fully incorporate. In particular, the design of the lodge, gradients and are aligned uphill LQFOXGLQJLWVIRRWSULQWKDVEHHQPRGL¿HGIROORZLQJGLVFXVVLRQVZLWK • )XHO¿OOLQJVWDWLRQLVORFDWHGLQVLWHDUHDVXEMHFWWRULVNRIVWDQGLQJ 3ODQQLQJ2I¿FHUV VXUIDFHZDWHU:LOOUHTXLUHDUWL¿FLDOUDLVLQJRIJURXQGOHYHOV • Drive-thru coffee unit shown as kiosk. Exit from drive-thru lane is • 6LWHOHYHOVUHVROXWLRQDQGFXWDQG¿OO DIWHUDFFHVVWRIXHO¿OOLQJVWDWLRQRSSRUWXQLW\WRDFFHVVIRUIXHOLV missed. Whilst a key driving force behind the early site masterplan layout options was a consideration of site contours, a more detailed study RIODQGFXWDQG¿OOUHTXLUHPHQWVZDVXQGHUWDNHQLQRUGHUWRRSWLPLVH building plateau integration and minimise waste material being exported off site.

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Whilst key building levels and tiered car parking levels were resolved, an amount of sub and topsoil remained surplus. This has subsequently been utilised in response to the wider landscape screening aspirations noted in the previous point. The site extension accommodates a sizeable tree-planted and landscaped mound, which now robustly connects Oaken Plantation with the landscape buffer along the entire length of the site’s southern boundary. This site extension and the landscaped mounding also strongly support other design aims relating to separation and screening of the entire MSA development in views from the south and along Dickens Lane. /DQGVFDSHVFUHHQLQJWRWKLVGLUHFWLRQLVQRZYHU\VLJQL¿FDQW

)XUWKHUFXWDQG¿OOPDWHULDOKDVEHHQXWLOLVHGWRH[WHQGUDLVHGEXQGV to the northern tip of the site, which will also be tree planted to RIIHU DGGLWLRQDO VFUHHQLQJ WR ¿OWHUHG YLHZV IURP WKH QRUWKHUQ VLGH of the motorway from the Black Dam Nature Reserve and Crabtree Plantation.

• Internal roads design Vehicle tracking of roads and parking areas further informed the site layout in order to ensure safe circulation and parking arrangements for all vehicle types, including the required abnormal load bay.

In all, the site was extended by some 15% (4.989 acres / 2.019 ha) IRUOD\RXWGHYHORSPHQWODQGVFDSHODQGFXWDQG¿OO6X'6DQGYLVXDO screening purposes.

The proposed scheme has therefore developed from an appropriate and thorough review of the site’s context, particularly its visual context and its opportunities and constraints, via testing of a number of site masterplanning opportunities. The selected site masterplan and EXLOGLQJVGHVLJQKDYHVXEVHTXHQWO\VLJQL¿FDQWO\GHYHORSHGIXUWKHUYLD critical review of a number of design disciplines, a further response to the site’s wider visual setting, the planning consultation process and GLUHFWGLVFXVVLRQVZLWK3ODQQLQJ2I¿FHUV

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