Worksop Bus Station DESIGN AND ACCESS STATEMENT

Worksop Bus Station

Design and Access Statement

October 2013

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Worksop Bus Station DESIGN AND ACCESS STATEMENT

Table of Contents

Page no. 1.0 INTRODUCTION 3 1.1 Design and Access Requirements 3 1.2 Structure of Report

2.0 CONTEXT 4 2.1 Town of Worksop 4 2.2 Physical Context 5 2.3 Current Bus Stop Provision 5 2.4 Planning Policy Context 7

3.0 PLANNING, DESIGN AND ACCESS CONSIDERATIONS 7 3.1 Location Choice/Site Optioneering 7 3.2 Design Principles 12 3.3 Socio-Economic Issues 13 3.4 Proposed Development – Use 13 3.5 Proposed Development – Amount/Scale 14 3.6 Proposed Development – Layout 16 3.7 Proposed Development – Landscaping 18 3.8 Proposed Development – Appearance 19 3.9 Proposed Development – Access 19 3.10 Proposed Development – Personal Security – Fear of Crime 21

4.0 SUMMARY AND CONCLUSIONS 21

Appendix A – OPUN review letter Appendix B - Peer Design Review

1 Worksop Bus Station DESIGN AND ACCESS STATEMENT

List of Figures

Figure Page no. Fig. 1 Worksop Town Centre – Bridge Street 4 Fig. 2 Hardy Street Bus Stops 5 Fig.3 Town Centre Bus Stops to be removed and retained 6 Fig.4 Narrow and congested footways on Hardy Street 7 Fig.5 Bus Station 8 Fig.6 Newark Bus Station 8 Fig.7 Potential Bus Station Sites considered from 2003. 9 Fig.8 2009 – Hardy Street potential scheme 9 Fig.9 Hardy Street potential scheme 10 Fig.10 2012 – Initial layout for a scheme on Queen Street 11 Fig.11 2012 – Early layout for Queen Street area 12 Fig.12 Walking distances to the proposed bus station 14 Fig.13 Existing view looking from the Watson Road/Newcastle Street 17 junction. Fig.14 Artists Impression of the new Bus Station 17

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1.0 INTRODUCTION

1.1 Worksop Bus Station – Design and Access Requirements

1.1.1 This Design and Access Statement accompanies the Full Planning Application for the Worksop Bus Station Scheme (WBSS) as submitted by NCC Highways. It should be read in conjunction with other supporting reports and the following drawings which can be found in the separate ‘Scheme Plans and Drawings’ Section:

• Planning boundary (H.PHII.01800.21/ 22) • Site Layout (H.PHII.01800.21/ 20 Rev A) • Elevations - SK16 rev4 • Ground Floor Plan – SK20 rev 3 • First Floor and Roof Plan – SK24 rev 2 • Elevations and Sections – SK25 • Pv Panel Elevations and Plan – SK26 • Proposed Traffic Regulation Order – Plan Layout (H.PHII.01800.21/ 25) • Softworks Plan (LR/PH.II.01800.21/003) • Trees requiring removal (H/JH22320/TR1) • Watson Road building floor plans and photos

1.1.2 Design and Access Statements are a requirement of the Planning and Compulsory Purchase Act 2004, and this statement sets out the context of the scheme and the design principles that have led to its evolution.

1.1.3 The document follows guidance produced by the DCLG Circular 01/2006 “Guidance on Changes to the Development Control System” and is informed by two other supporting text namely; CABE’s “Design and Access Statements: how to write, read and use them” (2006) and the Urban Design Groups “Design and Access Statements Explained” (2008).

1.2 Structure of the Report

1.2.1 The Design and Access Statement for Worksop Bus Station is structured as follows:

• Section 2.0 provides the physical and historical context to the site, and provides a background to why the scheme is needed. This section also relates the scheme to existing planning policies.

• Section 3.0 outlines other sites considered for the bus station and why the current site has been selected. It explains how the provision of safe and efficient bus movements has generated the layout of the site and the orientation of the bus station building.

• Section 4.0 provides a summary and conclusion.

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2.0 CONTEXT

2.1 The town of Worksop

2.1.1 Worksop is located in the western urban area within the of and lies 38.7 km north of City Centre and 24.8km south west of Sheffield. Worksop is a thriving market town with a population of 40,000.

2.1.2 The town’s retail offer is focussed on Bridge Street which forms a pedestrian zone in three sections between Potter Street to the south and Bridge Place to the north (Figure 1). The Priory Shopping Centre lies to the north of Bridge Street and contains a Marks and Spencer store as its anchor. High Street chains are well represented in both the Priory Centre and the southern sections of Bridge Street, with the northern section being the focus for independent retailers.

Figure 1: Worksop Town Centre – Bridge Street (Pedestrian Zone)

2.1.3 A new cinema opened in 2011 on Potter Street to the south of Bridge Street on a plot of land adjacent to the Civic Centre. This site previously housed the town’s outdoor market which successfully relocated onto Bridge Street in order to make way for the new cinema. The town has numerous bars and cafes, again predominantly focussed on Bridge Street. A new library and young people’s centre opened on Memorial Avenue in 2011.

2.1.2 The proposed scheme is located on the corner of Watson Road and Newcastle Street and comprises an area of approximately 3900m2 (0.39Ha). This area comprises the proposed new bus station building, the bus turning area and immediate footways bordering the site.

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2.2 Physical Context

2.2.1 The site lies within the Priory and Bracebridge character area of the Worksop conservation area. The majority of the buildings date to the 19 th and 20 th centuries, however there are more modern buildings notably the new library on Memorial Avenue, the Crossing on Newcastle Street and the retail development on the corner of Watson Road/ Memorial Avenue which currently houses an ASDA store amongst others.

2.2.2 The proposed site consists of: • Part of the Bassetlaw District Queen Street public car park • The corner plot of Watson Road/ Newcastle Street which contains advertising hoardings and a former florists shop and parking area • 30 Watson Road which is a former NHS clinic building which requires demolition for the project to proceed.

2.3 Current Bus Stop Provision

2.3.1 The town of Worksop at present does not have a formal bus station, however most bus services congregate on Hardy Street. This one-way street was modified over a decade ago to try to improve the bus boarding areas and enable accessible boarding provision. There are four stops which are served by a ‘saw-tooth’ layout and contain standard bus stop shelters. It has not been possible to restrict access to buses only, and the need to maintain access for all vehicles on the road including the provision of a loading bay for shops on the eastern side of the street hampers the layout.

Figure 2: Hardy Street Bus Stops

2.3.2 Despite the changes to the layout the bus boarding points and footways remain

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narrow and the whole area offers a poor waiting environment for passengers. Although centrally located within the town, it can feel isolated at night, a feeling which is heightened by the presence of a high brick wall and metal gates to the rear of the bus stops (Figure 2). The wall and gates form part of the Stagecoach East Midland’s bus depot which before bus deregulation and privatisation in the 1980’s was the town’s indoor bus station.

Figure 3: Town centre bus stops to be removed and retained

2.3.3 A travel information office is located at the Ryton Street end of Hardy Street, however there is no public toilet provision. Public toilets are some distance away in the Priory Centre.

2.3.4 Other town centre bus stops are located on Ryton Street, Newcastle Street, Queen Street, Watson Road and Newcastle Avenue.

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Figure 4: Hardy Street Bus Stops – Narrow and congested footways

2.4 Planning Policy Context

2.4.1 National Planning Policy Framework (NPPF)

2.4.2 NPPF sets out the government’s policies for England and how these are expected to be applied. It provides a framework within which local people and their accountable councils can produce their own distinctive local and neighbourhood plans, which reflect the needs and priorities of their local communities. Please refer to the separate Planning Statement document which outlines the planning policy context for the scheme in further detail.

3.0 PLANNING, DESIGN AND ACCESS CONSIDERATIONS.

3.1 Location Choice/ Site Optioneering

3.1.1 In 2005 Nottinghamshire County Council embarked on a programme to renew and refurbish its stock of bus stations. In 2007 a new bus station opened in Retford, followed in 2010 by a refurbishment of the bus station at Sutton. In November 2011 a new bus station opened in Newark as part of a retail-led development scheme. Earlier this year (2013), the largest and busiest bus station in County opened in .

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Figure 5: Retford Bus Station

Figure 6: Newark bus station (internal)

3.1.2 In 2002/03, consultants Halcrow were appointed by NCC to assess options for a new bus station for Worksop. Eight locations were identified by NCC and Bassetlaw to be reviewed (these are shown in figure 7). The sites were assessed in terms of their accessibility for pedestrians, and their usability and potential costs from a bus

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operational perspective. Finally, potential footprints for a bus station on each site were identified.

Figure 7: Potential Sites for a Bus Station considered from 2003

3.1.3 Of the sites reviewed, the existing Hardy Street depot was the preferred choice and from 2005 discussions have been held between Bassetlaw DC, NCC and Stagecoach in order to try to unlock a scheme on the Hardy Street site. This would have required the bus depot function to relocate to another edge of centre location, and although a BDC owned site was identified, it was not possible to piece together a scheme that was suitable to all parties. The site is also predicted to flood by 0.5m in 1 in 100yr flood event.

Figure 8: 2009 Hardy Street potential scheme – Stagecoach depot required relocating off-site.

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3.1.4 During this period other options and sites were considered, and some of the previously assessed sites such as Memorial Avenue and Market Place were used for other functions. A new library opened on Memorial Avenue in 2010 and the following year a new cinema opened on the Market Place site.

3.1.5 Late in 2011, further feasibility work was undertaken to design a workable scheme on Hardy Street which retained the bus depot function in situ. An enclosed 5 bay bus station with a connecting facilities block was considered (see figure 9). This layout however had negative implications for the operation of the Stagecoach site, did not provide a sufficient number of bays and was costly.

Figure 9: Hardy Street potential scheme – retaining depot function

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3.1.6 In 2012 a fresh review of the previously identified potential bus station sites was undertaken. The previous option for the Queen Street area had only considered construction within the confines of Council owned land (the Bassetlaw District Council car park). The resultant scheme took up most of the car park, was restrictive in terms of bus access, and the bus station was shielded out of view from the town centre by surrounding buildings. The latter point meant that the bus station would be hidden away and also raised concerns over personal safety walking to and from the site.

3.1.7 The review in 2012 sought to consider a scheme without limiting it solely to Council owned land. A workable scheme was developed however this required additional parcels of third party land. Following NCC committee approvals, third party lands required to promote the scheme were acquired by negotiation in 2012/13. The advertising hoardings bounding the former florist’s site remain in place, on a license agreement with NCC until planning approval is in place and development commences. The section of the Bassetlaw District Council owned car park required for the scheme will be the subject of a long (99 year) lease.

Figure 10: 2012 Feasibility layout for a scheme on Queen Street site

3.1.8 Meetings were held between the applicant and Bassetlaw District Council planners and conservation officers and NCC conservation officers at a very early stage (in 2012) to ensure that the scheme respects the character of the conservation area (see separate Heritage Statement). Initial designs for the building (Figure 11) were not entirely well received and a design review by OPUN (Architecture Centre for the East Midlands) was set in place in December 2012 (see Appendix A). The OPUN panel emphasised the need for the proposed bus station to provide a sensitive and well considered addition to the conservation area, in particular framing the view west down Newcastle Street. The panel was however encouraged by the suggested palette of materials, with the large areas of glazing

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helping to heighten the sense of visibility and accessibility associated with the bus station as a key public building.

3.1.9 The modified scheme (the current proposal) was presented to BDC planners and conservation officers in Feb 2013 and the officers were much more supportive of the civic design style which drew upon the old library building and others in the vicinity of the proposed site. It was felt that the design had moved towards an ‘enhancement’ of the area. A peer review of the scheme by NCC architects and designers was undertaken in October 2013, which supported the revised scheme (see Appendix B).

Figure 11: 2012 Early building layout for Queen Street site.

3.2 Design Principles

3.2.1 The scheme is required to provide:

• A bus station with similar features to the one provided at Retford. • A fully enclosed 8 bay bus station close to the heart of the town centre • Drive in reverse out (DIRO) layout enabling the provision of a single concourse for passengers • Civic style building on a prominent town centre crossroads • Fully accessible building providing step free boarding to buses • Toilets and a staffed information point • Digital information screens and comfortable seating • Café/ retail unit

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3.3 Socio-Economic Issues

3.3.1 The development of a new bus station for Worksop will have significant and lasting community benefits and consultations have shown that it has a high level of community support.

3.3.2 The new bus station would provide a first class facility for bus passengers in the heart of Worksop. It would promote and complement the work recently undertaken by both Nottinghamshire County Council and Bassetlaw District Council to regenerate the town centre; add to the quality of the built environment; and improve the gateway to the town for bus users.

3.3.3 The new bus station facility will help to improve overall access to jobs, schools, healthcare and retail destinations; and, will ensure that existing and proposed developments are or will be easily accessible and served by a choice of means of transport. The proposals will contribute to the economic and physical viability of Worksop town centre; a high quality, new building will enhance the attractiveness of the town centre as a destination, whilst simultaneously facilitating improved public accessibility.

3.3.4 All land required for the scheme has been acquired and is in local authority control.

3.4 Proposed Development – Use

3.4.1 The proposed bus station is on the corner plot of Watson Road/ Newcastle Street. The proposed site lies just 170m to the east of Bridge Street which is the main shopping street within the town (see Figure 1). The Priory Shopping Centre is 80m further away to the north. To the west of the new site and within view is Worksop Library (160m away). Figure 12 plots the walk times from the proposed bus station to various key sites within the town centre.

3.4.2 The primary function of the building is to provide a comfortable waiting environment in which to wait for a bus. Staffed information and digital public transport information will be provided, along with comfortable seating, toilets and CCTV cameras. A café/ retail unit is provided. This will help offset some of the running costs for the bus station, and will also provide facilities for passengers. The café is anticipated not only to serve bus users, but also to become a destination in its own right.

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Figure 12: Walking Distances to the proposed bus station from local facilities

3.5 Proposed Development – Amount/ Scale

3.5.1 The amount of the development is influenced by a combination of the land requirement to cater for safe and efficient bus movements and the need to provide a interchange building that offers the facilities demanding of a 21st century interchange.

3.5.2 The bus station proposal is for 8 bus bays and 1 layover bay. This enables the bus station to accommodate the existing number of bus departures, but also allows for network growth. The building will handle around 900,000 bus passenger trips per annum.

3.5.3 Buses will serve the rear of the building, allowing the front of the building to be the focus of the prominent corner plot and create a gateway into the town. The length of the bus turning area is dictated by the need to provide a safe straight reverse area for buses, which then need to manoeuvre around an adjacent bus to depart.

3.5.4 The main passenger concourse has been designed to accommodate sufficient space to allow passengers to wait in comfort at a boarding bay and to enable other passengers to exit from their bus and to mill within the concourse. An information office is provided in the concourse near to and readily visible from the main entrance doors. This location also affords staff good views out over the concourse and the bus turning area.

3.5.5 Two male and two female toilets are provided. This is double the number provided at Retford bus station and is in direct response to public feedback received at this bus station and at the public exhibition for the Worksop scheme held in February 2013. In

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addition, a separate accessible toilet is provided and a baby changing room. An externally accessed toilet is provided for drivers that can be used when the main building is closed. This is contained off the bus crew room.

3.5.6 A café/ retail unit is provided which can either be accessed directly from Newcastle Street, or from within the bus station concourse. The café has a seating area, serving area, store area and its own toilet (for staff).

3.5.7 In addition to the plant, cleaner and store rooms, the bus station also houses space for a satellite shop mobility facility. This will house 2 scooters, and will operate as an off shoot of the main shop mobility unit in the Priory Centre car park run by Bassetlaw District Council. Shopmobility is a free service provided by Bassetlaw District Council which is available to anyone who has limited mobility. This could be through a long or short term physical impairment or illness, an accident or advancing age.

3.5.8 The scheme enables qualifying people to loan a scooter or wheelchair to travel around the Town Centre within the boundary limit. The main shop mobility at the Priory Centre offers good access for those with a car, but is more difficult to access for bus users. The proposed satellite shop mobility unit in the bus station will enable bus users to pre-book a scooter and travel direct to the bus station by bus where they can then pick up a scooter and make onward trips within the town centre.

3.5.9 The new bus station is focussed on the prominent corner plot of Watson Road/ Newcastle Street and is therefore close to the main junction of Watson Road/ Newcastle Street. The massing of the building is carefully controlled to provide a suitable scale to the front elevation in keeping with its prominence with its neighbours. It is scaled down next to its immediate neighbour (at the rear frontage) identifying separate ‘support’ area functions, yet retains height to Newcastle Street. The canopies to the south form a definition of function and appropriate solar shading to the glazed elevation. PV panels will be provided on the main (high level) roof, along with air con, and flues for services. Sun tubes are provided on the lower roof providing natural lighting to the toilets.

3.5.10 The north elevation has to provide a transition between the residential and commercial buildings. The adoption of simple and elegant detailing with an affinity to the local 1930’s idiom gives an appropriate image suitable to the location.

3.5.11 The main dimensions of the building are as follows:

• The building is approximately 41m long and varies in width from 5m at its eastern end to 23m at the café/ facility block end to the west. • The café block follows the building line of Newcastle Street for a distance of approximately 16m where it narrows and returns to form the main entrance into the building. • A single storey drivers crew room with ‘rounded ends’ protrudes 3.5m to the southern end/ bus boarding end of the building. • The building has a maximum height of around 7 m reducing to 3.5m at the single storey section adjacent to no.10 Newcastle Street. • A canopy extends 6m from the building on the southern elevation providing weather protection to boarding passengers in the day, and those waiting for night buses when the building is closed. The canopy will also provide shading for passengers on the concourse.

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• The canopy continues around the eastern elevation and around the northern elevation protruding by 1.5m until it meets the main café/ facility block. • The single storey element sits 1.2m from the boundary fence to no.10 Newcastle Street with the side window of the adjacent property 4.7m from the two-storey element. • The two-story element at it closest sits 1.8m from the boundary fence to no.10 Newcastle Street

3.6 Proposed Development - Layout

3.6.1 The bus station has been designed to face onto Newcastle Street, with all bus movements contained to the rear. The main facilities block follows the building line to no.10 Newcastle Street and is in scale with the neighbouring buildings providing a contribution to the street scene. A landscaped area incorporating quality paving, an outside café seating area, cycle parking and soft landscaping is located immediately at the front of the building to Newcastle Street. Figure 13 shows the site as viewed from the Newcastle Street/ Watson Road junction with Figure 14 showing an artist’s impression of the bus station from the same location. This was produced early in 2013 and therefore some design changes have been made since that time.

3.6.2 Buses will enter the bus station via Queen Street and exit via a priority junction onto Watson Road. The entry point will be controlled using ‘no entry except buses’ signing. Queen Street is currently one-way northbound from Watson Road to Newcastle Street. This flow will be reversed such that buses can enter the bus station (new Traffic Regulation Orders will be required and an illustrative layout is shown in drawing H.PHII.01800.21/ 25). Build-outs to improve pedestrian crossings will be provided at the junctions of Queen Street/ Watson Road and Queen Street/ Newcastle Street. The use of street signs will be minimised with extraneous signs removed to reduce street clutter. A left turn for all traffic will be provided from Watson Road (northbound) to Newcastle Street. Delivery/ refuse and maintenance vehicles will be permitted to enter the bus station from Queen Street.

3.6.3 Pedestrian access routes are vital to the success of a new bus station. The dominant movement will be to and from the town centre along Newcastle Street and to compliment this, the footway from Watson road to Queen Street will be resurfaced as part of the proposals. Other pedestrian routes are provided linking to the pedestrian crossing facilities at the Watson Road/ Newcastle Street crossroads. These pedestrian facilities will be upgraded to nearside units as part of the proposals.

3.6.3 Outside of the operational hours of the building, bus users will access ‘night time’ bays via an access gate located to the east of the building. This gate will remain closed when the bus station building is open and passengers will be required to enter the building via the main entrance doors on the Newcastle Street frontage.

3.6.4 A 1.8m high fence/ rail will be provided separating the car park from the bus turning area as it is essential to restrict pedestrians from entering the bus station turning area. Similarly a 1.8m ornamental rail (incorporating public art led design concepts) will be provided from the bus exit lane connecting to the night time access gate on the Watson Road frontage.

3.6.5 The bus reversing and turning area will have a hardicrete surface course in black. This reinforced surfacing material is a hybrid between asphalt and concrete and provides a strong surface course to withstand intense traffic loadings and fuel

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contamination. White reverse markings will be applied to guide bus drivers. A refuse/ delivery bay and a bus layover bay will be marked out.

3.6.6 To the rear of the bus reverse area a 3.4m wide bituminous surface is provided with pedestrian deterrent surfacing on the eastern and western ends. This has been designed to control reversing buses. The rear bus wheel will touch the kerb alerting drivers to the limit of their reverse and the bus body will overhang. Containment barriers (2 per bay) will be positioned further back on this 3.4m strip closer to the fence separating the bus station from the car park. These will provide further containment such that buses cannot reverse into the adjacent car park. Due to the bus overhang provision, this area cannot accommodate any planting or trees.

Figure 13: Existing view looking from the Watson Road/ Newcastle Street junction

Figure 14 Artist’s Impression looking from the Watson Road/ Newcastle Street junction

3.6.7 Containment barriers (2 per bay) will also be provided at the front of the bus bay to protect the building and passengers. These will be housed on a pedestrian boarding area which links the bus bays to the building. A canopy will oversail the boarding area providing shelter from the elements. Building doors will only open when a bus is detected, this will prevent passengers from entering the bus turning area in an uncontrolled manner. The passenger boarding area is a minimum 2.5m

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wide and will act as a waiting area for passengers when the bus station building is closed (for bays G and H).

3.6.8. A timber bin store (to hold two 1100L bins) will be provided at the edge of the bus turning area to the rear of no.s 8 and 10 Newcastle Street. Refuse/ delivery vehicles will pull into the adjacent bay and will access the building via a gate located in between the boundary of no.10 Newcastle Street and the bus station building. A bus driver’s toilet will be provided in the building but externally accessed via this route.

3.6.9 The existing 2m timber fence on the boundary of no.10 Newcastle Street will be retained on the eastern boundary of the building line and to the rear of no. 4 Newcastle Street. The intermediate section of fence will be removed and replaced with a 3m acoustic fence (ie to the side and rear of the garden of no.10 and to the rear of no.8). The floor level on which the fences sit will be approximately 200mm higher than existing.

3.6.10 Although not forming part of the application site, the internal layout of the adjacent car park is to be realigned albeit that the entry and egress will remain unchanged.

3.7 Proposed Development – Landscaping

3.7.1 This section explains how the landscaped design for the scheme has evolved as an integral part of the proposed bus station from early concepts. It was noted from an early stage that the scheme would require the removal of some trees, the exact nature of which is discussed within the separate Tree Survey/ Arboriculture Survey.

3.7.2 The initial layout for the bus station (shown in figure 10) realised the importance of the Newcastle Street frontage, and how a scheme could add to this prominent crossroads location.

3.7.3 The Newcastle Street frontage is proposed to feature a raised lawn bed, bordered by broad 255mm Marshall’s conservation kerbs (colour to be determined). This is a simple design in a traditional civic style. The raised nature of the lawn will reduce the number of pedestrians walking across it yet will create an open space area when viewed against the proposed outside café seating area near the main entrance doors. A further raised lawn area is proposed in front of the café block, bordered by an area of low planting. Dropped access is provided to enable maintenance/ grass cutting. Five light crown trees (ornamental birch) are proposed to be planted in the raised lawn beds reflecting the sweep of the new highway radius from Watson Road (north) to Newcastle Street. Details of the proposed planting is contained in the soft works drawing in LR/PH.II.01800.21/003.

3.7.4 The paving immediately to the Newcastle Street frontage of the bus station building will feature high quality paving in rectangular shaped blocks (colours to be determined) with bands of accent paving. The outdoor café seating area will feature the same paving set perpendicular. The paved footway areas are wide encouraging passengers into the building, however in order to dissuade vehicles from entering this space, bollards will be installed.

3.7.5 The Watson Road frontage features an area of soft landscaping incorporating three additional ornamental birch trees, with a feature ornamental 1.8m high railing in front. A further area of soft landscaping is proposed at the edge of the bus turning area behind no.4 Newcastle Street. Three more trees will be planted within the adjacent public car park when it is realigned.

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3.7.6 The external passenger boarding area will feature paving with accent strips to guide passengers to the correct entrance door when they disembark their bus. The boarding platforms will be 160mm high enabling easy access for all passengers.

3.7.7 The details of the lighting proposals are contained within the separate Lighting Assessment. The Nottinghamshire County Council Historic Buildings Officer has requested that the highway lighting columns and new traffic signal poles at the Watson Road/ Newcastle Street crossroads are black. This will be progressed.

3.8 Proposed Development – Appearance

3.8.1 The scheme incorporates the following proposed materials and preliminary colours:

Element Material Feature/ Colour Roof Single ply membrane Grey

PV cells (limited view from ground level). Air con units. Flues, extracts and sun tubes. Curta in Walling Glazed curtain walling Frame colour to be determine system via condition Auto sliding doors to main Glazed frames Frame colour to be determine entrance and bus doors via condition Café/ facilities block Buff brick With feature clock Eaves Me tal – colour coated Grey Vertical acoustic Screen To be confirmed To be confirmed (between canopy and drivers crew room) Wall to drivers crew room Brick cladding on curved wall Buff

3.8.1 Detailed elevations are contained in drawing SK25 and first floor and roof plan on SK24 rev 2. The PV cells on the roof will become visible approximately when the building is viewed from more than 75m away (see plan SK26). The panels will be approximately. 300mm high, behind a recesses upstand of 420mm and further obscured by fascias giving a total upstand of 1020mm. A solid end panel will be considered when the PV panels are procured.

3.8.2 Bollards demarcating a potential vehicular parking area on shown on the highway in front of the building and adjacent to no10 Newcastle Street.

3.9 Proposed Development - Access

3.9.1 The design is based from first principles on providing access for all and promoting independent travel. The building itself has level boarding access for buses at the bus boarding areas which lead to the bus doors which for safety only operate when the bus is in the bay. The floor of the building is entirely level, as are all toilets, café and back of house areas. The site benefits from a relatively level topography therefore all footways and the main entrance will only have very minor gradients if any (1:40 max).

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3.9.2 There is one main entrance door from the Newcastle Street frontage served by 2.4m wide double doors. Each individual bus door will have a minimum 1m wide opening as will the external door to the café and the door to the café from the bus station concourse.

3.9.3 Internal seating will be provided which will have arm rests to aid passengers with mobility concerns. Digital information screens will provide up to date bus travel information, which will be supported by the staffed information point and printed timetable information.

3.9.4 Two male and two females toilets are proposed along with a separate driver toilet (accessed from outside). A baby change room, will be provided in addition to an accessible toilet.

3.9.5 An acoustic ceiling will help to dampen extraneous noise and therefore aid passengers with limited hearing.

3.9.6 There is no provision for on-site staff parking, and no customer parking/ drop off will be permitted on site on safety grounds. A bank of 3 disabled parking spaces on Queen Street will form part of the Traffic Regulation Order proposals.

3.9.7 An Equality Impact Assessment has been completed and an accessibility audit on the scheme will be undertaken by dedicated officers from the SEND (special educational needs or disabilities) Strategy, Planning and Commissioning Team from Nottinghamshire County Council.

Cyclists

3.9.8 The scheme is in the heart of the town centre, and although not served directly by any formal cycle routes or cycle lanes 3 no. cycle stands will be provided in front of the building providing parking for 6 cycles. The location chosen for the cycle parking is very visible, providing natural surveillance for staff and customers alike. A Pan Tilt Zoom (PTZ) CCTV camera is likely to be positioned at high level within the bus station concourse which will also afford views through the glazing to the cycle stands. The CCTV camera will be connected to the town centre system.

3.9.9 A covered shelter for the stands was considered however it was decided not to proceed with this as it would detract from the front façade of the building.

Taxis

3.9.10 Bassetlaw District Council (as licensing authority) were asked to comment on the requirement for taxi spaces and how this linked with the wider strategy for taxi parking in the town. No requirement for spaces has been put forward. Taxis will not be permitted to enter the bus turning area (on safety grounds). Further consideration to providing on-street taxi spaces will be considered as part of the Traffic Regulation Order consultation process, however space close to the bus station is at a premium.

Emergency Access

3.9.11 Emergency service vehicles will be able to access the main bus turning area and pull into the bus bays if required. Discussions have been held with the Police Architectural Liaison officer regarding the layout and accessibility of the building.

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3.10 Personal Security – Fear of Crime

3.10.1 One of the key features of providing a new bus station is that they offer the chance to improve the safety and security of travelling by public transport and can entice users into making journeys that they previously would not have contemplated. The existing bus stops on Hardy Street feel hidden away at night and are unwelcoming in hours of darkness and may discourage individuals from using buses in the evening.

3.10.2 During operational hours (7am to 10pm Mon-Sat) the bus station building will be well lit and staffed. Outside of these hours, although there will be no staff present, CCTV cameras will continue to operate and the external pedestrian and bus boarding areas will remain well lit.

4.0 Summary and Conclusions

4.1 This Design and Access statement has set out the key design principles for the proposed Worksop Bus Station and explained the rationale behind the decision to site the scheme in the chosen location.

4.2 The scheme seeks to improve the quality of bus travel within Worksop by significantly improving the bus waiting facilities for existing users and also to encourage new users onto public transport. The building will provide a high quality, safe and comfortable waiting environment which will substantially improve a key gateway into the town.

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Appendix A

22 Worksop Bus Station DESIGN AND ACCESS STATEMENT

23 Worksop Bus Station DESIGN AND ACCESS STATEMENT

24 Worksop Bus Station DESIGN AND ACCESS STATEMENT

25 Worksop Bus Station DESIGN AND ACCESS STATEMENT

Appendix B

Project: Worksop Bus station

Meeting: Peer Design Review

Date: October 2013

Purpose

Review of design by panel of architects and designers at Nottinghamshire County Council.

Site

The site is located in Worksop town centre. It is bounded to the north by Newcastle Street/Memorial Avenue, which includes a number of three story properties, a small florist within a temporary shed and advertising hoardings; to the east by Watson Road which includes a number of 1950’s buildings and a supermarket; to the south a pay and display car park and the backs of properties and to the west by Queen Street.

The site lies within a designated conservation area, with a number of significant local landmarks including the former Library, War Memorial and Worksop Priory to the east.

The Proposal

The council has a programme to upgrade/renew/rebuild its stock of bus stations and a scheme for Worksop has been under consideration for the last 10 years. Various locations for the new bus station have been considered in this time and the current site is thought to offer the best chance to deliver a centrally located and affordable scheme for the town.

The proposed bus station will provide a new, fully enclosed 8 bay bus station, a staffed information point, toilets, crew room and café. In addition there will be seating, electronic passenger information screens and CCTV linked to the town centre system. Land has been acquired for the scheme, including 30-34 Watson Road (1950’s buildings) and demolition will be required, negotiations are completing to secure the florists and a section of the existing car park. The remaining car park will be retained and fenced off from the bus turning area.

Site Analysis – Panel assessment

• The design appears to acknowledge the townscape context within the limitations of a very tight site to accommodate the basic functions of the bus station. • Building lines are used to generate constraints while an opportunity to open views and form civic space is being developed. • The importance of the site within the conservation area is recognised whist the need to identify a contemporary building with a unique role presents a real challenge.

26 Worksop Bus Station DESIGN AND ACCESS STATEMENT

Building form and layout – Panel assessment

• The panel acknowledged that the safe and efficient bus movement patterns within the available space automatically generate a south facing fixed passenger/bus junction and geometry. • Pedestrian access to the building is split to address footfall desire lines and produce identifiable entrances. The curved plan form provides a suitable and elegant interface to the space created to the north. • The massing of the building is carefully controlled to provide a suitable scale to the front elevation in keeping with its prominence with its neighbours. It is scaled down next to its immediate neighbour identifying separate ‘support’ area functions. The canopies to the south form a definition of function and appropriate solar shading to the glazed elevation. • The north elevation has to provide a transition between the residential and commercial buildings. The adoption of simple and elegant detailing with an affinity to the local 1930’s idiom gives an appropriate image suitable to the location. Materials and finishes – Panel Assessment

• The selection of materials offers a crisp modern image to the bus station as a significant new civic presence in Worksop. The palette of fine glazing and brickwork are happy neighbours to the surrounding areas and when used with a simply crisp overhanging eaves should define a quality building. The detail of the fence and gate to east will require careful selection and detailing to work effectively with the architecture of the building. Landscape – Panel Assessment

• The external space treatment is critical to the townscape and still requires development. The zones for the café and north east corner of the site are proposed to be suitably reinforced architecturally while space may be allocated for transient traders with suitable permissions. Soft planting is to be used to create a perforate barrier to the highway and add green space to the townscape. The materials and detailing will need to be of high standard and robust.

R Parry

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