West Ticket Hall Design & Access Statement

Farringdon Station West Ticket Hall Design & Access Statement

ISL/2/2 C136-SWN-A-XST-M123_WS096-00001 P02

Farringdon Station West Ticket Hall Design & Access Statement

This Design and Access Statement (DAS) has been prepared in support of the Plans and Specifications application ISL/2/2, made under Schedule 7 to the Crossrail Act, for the West Ticket Hall (WTH) site at the junction of Cowcross Street and Farringdon Road forming part of the Crossrail Farringdon Station. This relates specifically to the construction of a part-double storey, part-triple storey block housing the interchange concourse to connect the Integrated Ticket Hall (currently under construction as part of the Thameslink Programme (TLP)) to the Crossrail platforms, the means of escape and emergency access core, and tunnel ventilation and chiller plant enclosures. The East Ticket Hall (ETH) element of Crossrail station at Farringdon is covered by a separate Schedule 7 Plans and Specifications application to the City of London. The WTH site is bounded by Cowcross Street to the north, Caxton House to the south, the TLP Integrated Ticket Hall (ITH) to the east, and Farringdon Road to the west. The station‟s key design objectives are to: Provide a world class passenger experience along with efficient access to Crossrail platforms; Integrate with Thameslink‟s Integrated Ticket Hall; Provide efficient station function; Maximise active street frontages; Provide capacity to integrate with the proposed Over Site Development (OSD) Enhance local amenity values; and Respect, and minimise the impact of the development on, the setting of nearby Listed Buildings and Conservation Areas. The WTH provides a new interchange concourse to the Integrated Ticket Hall which will be shared between Crossrail and Thameslink services, together with the Crossrail station services structure which provides for critical functional requirements including tunnel and station ventilation plant and air ducts, emergency services access and means of escape, and service access for both the station and OSD. The WTH layout has been developed to provide: A layout designed to accommodate station facilities critical to the operational needs in such a manner so as to maximise the area available for active street frontage and ground floor uses. A structure designed to fully integrate with the larger mass of the eventual OSD, limiting the station‟s street presence to fire escape stairs and ventilation louvres. A structure that allows for the future OSD façade treatment and over-cladding of the station to enable the ultimate development to be read as one. The station‟s currently proposed external finishes (prior to future OSD development) have been selected to provide functional weather-proofing to the station structure whilst maintaining an appearance consistent with the palette of materials used elsewhere in the area on other modern commercial buildings. Accesibility has been carefully considered throughout the design development of the WTH. The station has been designed to provide clear, efficient and safe access for all, including step-free access and lifts for passengers and station staff with restricted mobility. The completed Farringdon Station complex will be a major interchange hub linking Crossrail, Thameslink and London Underground networks, becoming one of the busiest stations in the country and a destination in its own right.

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Farringdon Station West Ticket Hall Design & Access Statement

Contents

Executive Summary ...... 3 1 Introduction ...... 7 1.1 Scope of the Statement ...... 7 1.2 Schedule 7 Structure for Approval ...... 7 1.3 Introduction to Crossrail ...... 7

2 Context ...... 11 2.1 Historical Context ...... 11 2.2 Built Context ...... 12 2.3 Planning Context ...... 13 2.4 WTH Site Development Constraints ...... 15

3 The Design Objectives & Vision ...... 19 3.1 Design Objectives ...... 19 3.2 Design Vision ...... 20

4 The Proposal ...... 23 4.1 Farringdon Station Overview ...... 23 4.2 Integrated Ticket Hall ...... 26 4.3 Integrated Ticket Hall and Crossrail WTH ...... 27

5 The West Ticket Hall Design ...... 29 5.1 Layout ...... 29 5.2 Scale ...... 31 5.3 Appearance ...... 32

6 Access Issues ...... 37 6.1 Paid Concourse Accessibility ...... 37 6.2 Specific Access Issues in relation to the Crossrail WTH ...... 37 6.3 Access Summary ...... 38

7 Over Site Development...... 41

8 Landscaping and Indicative Public Realm ...... 45

9 Summary & Conclusions ...... 49

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Farringdon Station West Ticket Hall Design & Access Statement

"With the completion of the Crossrail and Thameslink programmes, This Design and Access Statement (DAS) has been produced to provide supporting information compiled in accordance with Crossrail Planning Forum Note 5 as required by the planning regime established under passengers can look forward to better, faster journeys from a station set to Schedule 7 of the Crossrail Act. This statement provides Islington Council with information to assist with the become the busiest in Britain. determination of the Plans and Specification submission reference ISL/2/2, and is not in itself for approval. The scope of this statement is limited to the above-ground structures that form the West Ticket Hall (WTH) at Under those plans, the fully redeveloped station will act as an elegant gateway Farringdon Station. to London, Britain and the continent.” Former Transport Minister Theresa Villiers

The scope of this Schedule 7 submission is limited to the design and external appearance of the WTH above- ground structures. Below-ground structures and internal spaces on the paid side of the ticket barriers are not for approval. This DAS provides further information on the station design to assist the Council in determining the Schedule 7 application.

Crossrail is a major new cross-London rail link project that has been developed to serve London and the southeast of England. Crossrail will support and maintain the status of London as a world city by providing a world class transport system. The project includes a twin bore tunnel on a west-east alignment under central London and the upgrading of National Rail lines to the east and west of central London. The project will enable the introduction of a range of new and improved rail journeys into and through London. It includes the construction of seven central area stations, providing interchange with London Underground, National Rail and London bus services, and the upgrading or renewal of existing stations outside central London. Crossrail will provide fast, efficient and convenient rail access to the West End and the City by linking existing routes from Shenfield and Abbey Wood in the east, with Maidenhead and Heathrow Airport in the west. Crossrail will be a significant addition to the transport infrastructure of London and the southeast of England. It will deliver improved services for rail users through the relief of crowding, faster journeys and the provision of a range of new direct journey opportunities. The project will also have wider social and economic benefits for London and the southeast of England.

Figure 1: Crossrail route map and interchanges

Figure 2: Destinations from Farringdon Station

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West Ticket Hall Context

Farringdon Station West Ticket Hall Design & Access Statement

The proposed WTH is situated in Farringdon in the Borough of Islington on a site bounded by the Borough of Camden to the west and the City of London to the south. The development site is located within an area rich in historical significance being located just outside the original London Wall and adjacent to the now subterranean River Fleet. Prior to the Norman times this area was a mix of rural and agricultural land (the origins of the name Farringdon mean „fern covered hill‟) and toward the southeast, Smithfield was used as a Roman Cemetery between the 1st and 4th centuries AD. During the medieval period, the expansion of London and the ensuing over-crowding led to the foundation of monastic houses outside the City walls, particularly in the Clerkenwell and the Smithfield areas. Four monastic houses were located in these areas: the Priory and Hospital of St Bartholomew founded in 1123; Charterhouse (1370); the priory/nunnery of St Mary Clerkenwell (c 1145); and the Priory of the Order of the Hospital of St John of Jerusalem, the headquarters of the Order in England, founded in 1144. From the Tudor period onwards the expanding population gradually lead to urbanisation of the remaining open areas outside the City walls. Farringdon Road, which runs to the west of the WTH development site delineates the old course of the River th Fleet. This river was canalised in the late 17 century and a proliferation of wharfs and warehouses dominated its edges. By 1726 the River Fleet was largely covered over to form the twin culverts of the Fleet Sewer as far north as the former City boundary at Holborn Bridge on High Holborn, leaving an open channel through the Farringdon area beyond. By the time of the Ordnance Survey in 1868 the Fleet had been covered over at least as far north as the modern Clerkenwell Road. In addition to its maritime activity, the surrounding area was renowned for its livestock trading, centred around Smithfield Market. The market as it stands today was, developed by Victorian architect Sir Horace Jones and opened in 1868 whereby cattle were brought to the market by train as opposed to road as had previously been the case. The world's first underground line, the Metropolitan Railway arrived at Farringdon Street Station in 1863. The line originally ran from Farringdon to Paddington, a distance of 4 miles (6 km), but in1865 the station was

relocated when the Metropolitan Railway extended the line to Moorgate. Known as Farringdon & High Holborn Station from 1922 until 1936, the existing Farringdon Station building is an unusually well-preserved piece of Figure 4: Smithfield Market Images early 20th-century London Underground architecture still retaining its original signage, and contributing to the unique character of the neighbourhood. The broad urban structure created by the religious institutions and the finer grain of the historic roads and subsequent Victorian infrastructure are still evident today but the slums of Farringdon that had built up over some 300 years were cleared by driving through a number of major roads in the 1870s including Farringdon Road and Clerkenwell Road.

1560 1745 2009 Figure 3: Historic Maps of Local Area

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Farringdon Station West Ticket Hall Design & Access Statement

Bounding the site to the west is Farringdon Road (the A201), a major London arterial route and a designated Red Route. It has one wide lane in each direction with no central reservation and is approximately 11m wide. Cowcross Street, immediately adjacent to the north, is a narrow, single carriageway road, approximately 6m wide. Cowcross Street immediately outside of the existing Farringdon Station has been pedestrianized and only cycle access has been retained. The junction of Cowcross Street / Farringdon Road is signal controlled. To the east is Turnmill Street, which is a one way road exiting onto Cowcross Street. At the junction of Cowcross Street, the road widens into two lanes, but is predominantly a single lane at approximately 5.5m wide.

A large proportion of the site‟s immediate context is defined by mid to late 20th century 5-7 storey buildings, predominantly offices, with glass and pre-cast stone facades. Less numerous, but still visually dominant in the immediate environment are a number of Victorian structures, the most obvious of which is the Grade II Listed 25-27 Farringdon Road, a residential building located directly to the west of the development site and a typical workshop structure of the late Victorian period in the Venetian Gothic style. The emphasis of this structure can be found in its polychromatic brickwork including stock, red and blue engineering bricks and white Portland Stone. Its corner turret is also a notable feature and forms a punctuation mark to the streetscape when viewed from Cowcross Street. The built forms to the east are of a much smaller scale, with the existing two-storey white faience Farringdon Station entrance building being located above the railway tracks on the northern aspect of Cowcross Street. This area provides a more open aspect due to the low lying nature of the listed structure. To the southeast of Figure 5: Charterhouse Square Conservation Area the development, long views towards the rear of buildings lining the south of Cowcross Street and butting up to the railway cutting are evident. Due to their orientation the elevations of these structures are fairly bland and utilitarian in design. Less visible from the development site, to the east of Farringdon Station along Cowcross Street, are an attractive mix of Victorian structures composed of a variety of materials including stock brick with stone dressings to red brick with polychromatic detailing and stucco render. The styles here vary from the high eclectic Victorian gothic to more plain mid-20th century glass structures with strong horizontal fenestration

patterns. There is generally a strong horizontal emphasis to the building lines along Farringdon Road which does not help the „canyon effect‟ and already harsh pedestrian environment. The exception to this can be found on the Grade II Listed 25-27 Farringdon Road where a stronger vertical emphasis is found in its principal elevation with the use of giant pilasters running through four storeys of the building and terminating with a Gothic arch. This site context informed the Design Vision and has been applied to the design described in Section 3.

Figure 6: Farringdon Area Images

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Farringdon Station West Ticket Hall Design & Access Statement

Today, the area immediately around the WTH site is significantly influenced by the operations of Smithfield Market, particularly the unique additional dimension provided by the early morning market trade. Flourishing craft workshops still carry on some of the traditional trades, such as textiles and jewellery-making. While the Victorian engineering dominates the physical context, the strong influences of the numerous creative studios and a thriving restaurant and bar culture provide a unique, vibrant character to the area during both day and night. The railways have always played a key role in the history of Farringdon and Crossrail, as the next generation of large scale rail infrastructure, represents an important opportunity to drive growth through the next century whilst carefully enhancing the rich history of Conservation Areas and significance of historical structures of the area. The wider area is characterised by a mixture of commercial uses including offices, some residential and generally active frontages at ground floor level with a wide range of shops, cafes and other business activities. Key Planning designations: To the north of the site is the Grade II Listed London Underground (LU) Farringdon Station. Opposite the site on the western side of Farringdon Road is 25-27 Farringdon Road which is also Grade II Listed. To the east is the Grade II* Listed Smithfield Market which dominates activities in the local area. To the west across Farringdon Road is the Hatton Gardens Conservation Area within the London Borough of Camden. To the east of the WTH site is the Charterhouse Square Conservation Area. The existing building on the site (Cardinal Tower, now demolished) was neither listed nor considered to make a positive contribution to the character and appearance of the area. The Key Planning Considerations for the replacement building, the WTH are: Need to maintain or enhance character of nearby Conservation Areas; Need to respect settings of listed buildings in the immediate area; Need to contend with the high levels of vehicle traffic and pedestrian on Farringdon Road and Cowcross Street; Maximise the efficient use of the site by appropriate configuration of station layout; Limit the presence of station-related functions on the prominent street frontage of Farringdon Road and Cowcross Street; and Provide capacity to integrate with the eventual Over Site Development (OSD).

Figure 7: Farringdon Road’s west side mosaic of buildings

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Farringdon Station West Ticket Hall Design & Access Statement

Figure 8: Images of the Farringdon area showing built context around the immediate WTH site

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Farringdon Station West Ticket Hall Design & Access Statement

The development of a new station in a built-up area such as Farringdon will inevitably be constrained. The site is only open on two sides; Cowcross Street to the north and Farringdon Road to the west. Some of the key constraints encountered in the design of Farringdon Crossrail above-ground structures at the western end of the station are outlined below: Existing structural piles on site from the now demolished 12-storey Cardinal Tower building. These piles impose a significant array of obstructions across the site, restricting potential pile arrangement which in turn affects the arrangement of load bearing structures and constrains the layout of the above-ground structures. Caxton House is a 6-storey building to the south of the site. It restricts how station services can be arranged on that part of the site. Cowcross Street is a key pedestrian and cycle thoroughfare, and is proposed to be pedestrianized in response to the increased passenger traffic anticipated following the Thameslink and Crossrail (station and OSD) projects. This increases the primacy of the Cowcross Street frontage for active usage as opposed to, service access. Farringdon Road is a TLRN Red Route that is heavily trafficked at most times of the day. In terms of prominence, the corner of Farringdon and Cowcross is one of the more important portions of the site frontages along Farringdon Road. It is also the most attractive location for future OSD frontage, indeed its main entrance. The Integrated Ticket Hall (ITH) will provide the western entrance to Farringdon Crossrail Station (the eastern entrance being at Barbican/Smithfield). It will function as a stand-alone ticket hall from March 2012 until completion of the Crossrail works in 2018 whereupon it will serve both Thameslink and Crossrail. The western elevation of the ITH therefore forms a key interface. The WTH must integrate along this elevation and therefore there is a significant constraint on how the WTH and associated structures can be arranged on the site. Limits of Deviation both horizontal and vertical as defined by the Crossrail Act restrict the bulk and massing of the building that can be constructed on site. Safety and security around front and back of house areas The need for certain size ventilation plant, air ducts, draught relief ducts, Means of Escape and Access for emergency services.

1. Existing Piles below Cardinal Tower

2. Caxton House

3. Cowcross Street

4. Farringdon Road

5. Thameslink Programme Integrated Ticket Hall

6. Crossrail Act Limits of Deviation ▬ ▬ ▬

Figure 9: Key Constraints

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West Ticket Hall Design Objectives & Design Vision

Farringdon Station West Ticket Hall Design & Access Statement

Provide Enhanced Amenity Value The Crossrail Farringdon Station West Ticket Hall affords a rare opportunity to enhance and add value to the Farringdon area and improve transportation links. The station designers aim to achieve this by meeting the key The WTH development provides improved connectivity for the local area: design objectives outline below: Providing an improved connectivity and contribution to local area, world class transportation link Provide World Class Customer Experience to Greater London which will in turn support continuing local regeneration and future Provide a Positive Contribution to the Surrounding Area development. Provide Enhanced Amenity Value Space proofing provide maximum active frontage to key streets, respond to functional requirements, minimise waste, and provide opportunities for a sensitive and coordinated design Provide Efficient Function with station elements.

Provide World Class Customer Experience Provide Efficient Function st Crossrail will be a world class, affordable, 21 century railway delivered through effective partnerships The WTH design aims for simplicity and elegance for passengers. This begins with clear, simple and project excellence. The station will provide an inspirational, functional, inclusive and enjoyable passenger movements to and through the WTH. It continues with the resolution of station and tunnel travelling environment that is safe to construct, use and maintain. It will become a benchmark for a well- ventilation, along with the provision of emergency escape, emergency services access, and OSD designed and environmentally sustainable transport network, delivering the best value for money. This future-proofing. The station planning works to find optimum function within a series of complex will be achieved by: technical constraints. This will be achieved by:

Providing an inclusive, enjoyable and inspirational travelling environment that is responsive to its Providing maximum efficiency for passengers accessing Crossrail from the ITH. local environment and „says something about its destination‟ in its expression of structure, materiality, and detailing. Minimising dead street frontage created by concentrating station and tunnel ventilation requirements. Providing a safe facility for passengers through its design as a simple and clear volume with penetration of daylight. It will also be safe to construct and maintain in its detailing and selection Minimising escape distances from below-ground and locating these to provide quick and of materials. efficient access for emergency services. Instilling Crossrail brand legibility through a palette of common design and signage elements Taking advantage of an opportunity to develop a step-free interchange with Thameslink. within a unique and distinctive station entrance environment. Using a coordinated design approach to facilitate maximum opportunities for the Over Site Development (OSD). Provide a Positive Contribution to the Surrounding Area The goal of the WTH design is to make a positive contribution to the surrounding urban fabric whilst achieving the wide array of functional requirements and overcoming technically challenging obstacles. This has been achieved by:

Being respectful of the neighbouring buildings in response in bulk and massing. Maintaining operation of the nearby Thameslink and LU rail lines, during the Crossrail works. Focusing on sensitive placement of station ventilation and emergency egress / access to reduce land take requirements and impact on neighbouring buildings. Enables a high quality OSD to be developed on the site.

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Farringdon Station West Ticket Hall Design & Access Statement

The design developed for Farringdon station aims to deliver the objectives though a clear design vision. The key drivers of this vision are:

To build on the area’s rich and complex historical heritage

Nestled within the old market districts, Farringdon has a long association with metal crafts – from the fine work of watchmakers and silversmiths to the west (a remnant of which is Hatton Garden, London‟s current jewellery quarter) to the more industrial ironmongers and blacksmiths to the east.

To convey a sense of spaciousness, openness and comfort

The character and overall scale of the ticket halls will be developed to convey a sense of spaciousness,

openness and comfort. Their generous proportions celebrate Farringdon role as a key modern transportation “hub” for London by providing travellers with an enhanced world-class experience. The aim of the design is to be contemporary while deliberately echoing the timelessness and elegance found in historical train stations.

Expression of the station’s functional purpose and a showcase of the area’s rich tradition of metal craftsmanship

High-quality, robust and durable details, fully integrated into the architecture, which celebrate local metal crafts. A reduced/simplified material palette of carefully selected materials and finishes will help create character and warmth yet timeless and memorable spaces that project calm and tranquillity.

Use of decorative art and decoration

In a conscious move away from the grey minimalism of the Crossrail platforms, the intention is to develop key feature elements reminiscent of the high level of metal and jewellery craftsmanship present in the area. This includes not just finishes, but also celebration of polygonal geometries inherent in the structure and finishes. This helps to consolidate Farringdon both as a destination and a place of historical interest in the mind of commuters and travellers going through the Station.

Character of which is defined and enhanced through a considered lighting scheme

Considered use of artificial lighting is crucial in helping to define the character of the station. It is intended to utilize a “chiaroscuro” effect (high contrasts of light and dark), as appropriate, to achieve a „museum gallery- like‟ quality, emphasise the sense of volume, and reveal and accentuate the form of the architectural elements sitting in the space such as stairs and escalators.

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West Ticket Hall The Proposal

Farringdon Station West Ticket Hall Design & Access Statement

The Crossrail Farringdon Station is a deep level station with two platform tunnels, 245m long, stretching between the existing LU Farringdon and Barbican Stations at a depth of around 30 metres below street level. At surface level the Crossrail station is manifested as two new surface structures to the east and to the west, called the West Ticket Hall (WTH) and the East Ticket Hall (ETH). The ETH, along with its associated OSD, is within the City of London with entrances onto the corner of Lindsey Street and Long Lane, and onto the corner of Hayne Street and Long Lane. The ETH is dealt with under separate Schedule 7 application to the City of London. The Crossrail Interchange Concourse (CIC) will be constructed as an extension to the Integrated Ticket Hall (ITH)), which has been designed to provide a single joint station entrance on Cowcross Street opposite the existing LU station and shared ticket facilities to the passengers. For the travelling public Cowcross Street will become the centre of the Farringdon Station complex of rail services. Passengers will approach the station along Cowcross Street and have the choice of the existing Farringdon Station LU station ticket hall on the north side and the ITH entrance on the south side. Farringdon LU Station Integrated Ticket Hall LU Lines Crossrail Platforms Barbican Link

Figure 10: Crossrail Farringdon Station Overall Layout West Ticket Hall Thameslink Line East Ticket Hall

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Farringdon Station West Ticket Hall Design & Access Statement

West Ticket Hall Integrated Ticket Hall Crossrail Platform East Ticket Hall

Crossrail Interchange Concourse

Figure 11: Illustrative Farringdon Station Longitudinal Section

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Farringdon Station West Ticket Hall Design & Access Statement

Cowcross Street Integrated Ticket Hall Crossrail West Ticket Hall

Farringdon Road Caxton House Figure 12: Oblique view of the ITH and the Crossrail WTH structure.

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Farringdon Station West Ticket Hall Design & Access Statement

Construction, by Network Rail, is currently underway of the Integrated Ticket Hall on the south side of Cowcross Street opposite the existing station. A separate Planning Permission has already been granted for the Integrated Ticket Halland is not for approval under Schedule 7 of the Crossrail Act. The ITH is planned over two stages, initially as a standalone facility for Thameslink services until the completion of the Crossrail WTH works, and thereafter as the ITH joint ticket hall that will also serve Crossrail passengers. The key design features of the Integrated Ticket Hall are: Double storey volume with a capacious northern entrance, a glazed eastern wall, a possible information wall to the south and a western wall designed for removal to enable future access to the WTH; Saw-tooth-type skylights with north-facing glazing and vents oriented southwards; Ticket office, ticketing machines and ticketing gates; Two lifts giving access to the Thameslink southbound platform and Crossrail platforms and one lift to the Thameslink northbound platform; and Three stairs, two to the Thameslink southbound platform, one to the northbound platform. A second stair to the Thameslink platform will be shared with Crossrail and included in the WTH being constructed by Crossrail.

Figure 14: Internal view of the Integrated Ticket Hall concourse and platforms prior to Crossrail. (Note: for information only, already approved by LB Islington)

Figure 13: Integrated Ticket Hall main entrance on Cowcross Street. (Note: for information only, already approved by LB Islington)

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Farringdon Station West Ticket Hall Design & Access Statement

The design of the Integrated Ticket Hall allows for removal of its western wall to create a full height connection, with the WTH level -1 interchange concourse. The WTH concourse will provide access to and from Crossrail platforms located below the Thameslink platform level.

The Crossrail WTH has been designed to connect to the Integrated Ticket Hall as an integrated extension.

Figure 16: WTH at Level -1 showing Crossrail Interchange Concourse with the Thameslink platforms and Figure 15: Ground floor plan locating ITH with WTH extension to accommodate escalators and stairs down to access points down to Crossrail and up to the ITH. (Note: hatched area of ITH for information only, already approved by LB the Crossrail Interchange Concourse. (Note: hatched area of ITH and ITH stairs/ escalators for information only, already approved by Islington) LB Islington)

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Farringdon Station West Ticket Hall Design & Access Statement

Figure 17: View from unpaid side of the Integrated Ticket Hall. On the right, beyond the ticket barriers, is the West Ticket Hall void with escalators and stairs down to Crossrail Interchange Concourse.

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Farringdon Station West Ticket Hall Design & Access Statement

Crossrail Interchange Concourse The Crossrail Interchange Concourse includes a double-height volume through which passengers descend via The interchange concourse hall is trapezoidal in plan form, with three escalators and a 2.4-metre wide stair escalators and a stair from the ITH. The escalators and stairs from ITH arrive at level -1 (Thameslink Platform arranged perpendicularly to the ITH western wall, linking the ticket hall and Thameslink platform levels. A Level) where northbound Thameslink passengers make a 180-degree turn clockwise to reach their platform. further bank of three escalators, leading to and from the Crossrail platforms, is aligned parallel to one of the Crossrail passengers will continue ahead and make a 180-degree turn anti-clockwise to reach the escalators sides of the trapezoidal footprint. Passenger modelling tests have confirmed that the residual circulatory space descending towards the Crossrail platforms. is sufficient to meet passenger demand growth anticipated over a period of fifty years into the future. All passengers with restricted mobility will be able to reach the Crossrail platforms and train services directly from one of the two lifts situated next to the eastern wall of the ITH. The same lifts also serve the Thameslink

southbound platform.

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Farringdon Station West Ticket Hall Design & Access Statement

Emergency Access and Fire Escape Core It is intended that the OSD will be constructed above the concrete slab, which has been designed with provisions to ensure an OSD structure could be built without impeding the operation or maintenance of the Fire and underground railway regulations require the provision of two fire-fighting and escape cores from station. platform to street level. One of these is accommodated within the WTH and the other, at the eastern end of the station. Over Site Development Each core comprises two stairs in a scissor arrangement within the shaft above the westbound platform. One Crossrail‟s above-ground structures at the western entrance of Farringdon Station will be constructed on a site of the stairs serves as a means of access for the emergency services – Fire Brigade, ambulance services, occupied until recently by Cardinal Tower, a 12-storey slab office block. A replacement over site development police – while the other is used for escape from the platforms below. This arrangement necessitates the (OSD) building is being planned and the station design has been developed to integrate with it. Planning presence of two sets of double doors directly off Farringdon Road. In addition to the stairs, there is a lift to aid permission for the OSD is to be sought through the normal Town & Country Planning Act process. passengers with restricted mobility (PRM‟s).

Summary Railway Ventilation and Station Chiller Plant Enclosures This structure will facilitate the provision of the Farringdon WTH, to become fully integrated with the Integrated There are essential operational underground railway requirements that must be accommodated and provided Ticket Hall as a seamless extension to the Farringdon Station complex becoming the ITH. through the additional station facilities. By locating the various functional requirements towards the southern boundary of the site and stepping the The movement of trains in underground tunnels causes a body of pressurised air to move ahead, which if building line back where Crossrail interfaces with the ITH, the main mass of the building is kept away from pushed through the station creates a severe draught. The draught can be unpleasant, if not dangerous, for Cowcross Street. The concentration of station street frontage along Farringdon Road towards the southern passengers. As such, draught relief ducts are required at each end of the station. At the WTH, this end of the site provides maximum opportunity for active frontage to focus on the corner of Farringdon Road and 2 requirement results in the equivalent of 40m louvered area for each tunnel on the façade of the above-ground Cowcross Street. structure (a similar requirement exists for the ETH). Ventilation Forced air ventilation is the means through which underground railway tunnels are cooled. This requires the hot Ventilation Integrated Ticket Hall Crossrail WTH air to be drawn out through the ends of the station via large fans. The forced air ventilation system is also used (Station Chillers) (Station / Platform) to draw smoke away from areas occupied by passengers in the event of a fire. At the WTH, the system employs three large fans which have to be located close to the ground floor for ease of access and replacement. Spatial requirements include ground floor area for the fans and associated plant, and a minimum 2 of 60m of louvered area on the building face. In addition to meeting the underground railway safety requirements, there are also the heating and cooling requirements for the station plant areas which quantitatively translate to 25m2 of louvered area, again, on the building face. The various louvered areas require a minimum vertical or horizontal separation of 5 metres.

The draught relief and forced ventilation fans and associated plant are compactly arranged with intake and exhaust louvers partially addressing Farringdon Road, the service yard and the railway viaduct. The maintenance access to the fans is also via the proposed service yard, as discussed further below.

Service Yard Off street servicing is required to accommodate the back of house station and OSD operational requirements due to Farringdon Road being a „red route‟, i.e. unsuitable for on-street parking of service vehicles. The service yard is designed to be shared with the subsequent OSD only and is not intended to be accessible by the public.

The design accommodates a vehicle crossover from Farringdon Road with a pedestrian access point adjacent with space for lorry turning within the yard. The yard is designed with a large light area that plays a critical role in providing the location for ventilation requirements on the upper floors by creating a space setback from the boundary with Caxton House. Without the service yard the ventilation chambers would need to be located/ fronting onto either Farringdon Road or Cowcross Street. The design makes provision for a service access to the station at the south-western end of the site fronting Farringdon Road. Street level slab Fire Escape / Service Interim hoarding Remaining Area of Site Emergency Access Yard entrance The remaining 1000sq.m of the site at ground floor level will be finished as a street level concrete slab. The slab will occupy the northwest portion of the site, comprising of approximately half of the site boundary with Figure 19: West Ticket Hall components Farringdon and the entire Cowcross Street boundary of the WTH site. The slab area will be protected by interim hoarding around the perimeter pending development of a future OSD.

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Farringdon Station West Ticket Hall Design & Access Statement

The WTH has been designed to form an extension to the two storey ITH. The WTH will be part two-storey, part three-storey, broadly L-shaped in plan with its bulk of the station set as far back as possible from Cowcross Street, whilst in the northwest part of the site, it is limited to a street level concrete deck. The scale of the WTH structure is in keeping with the adjoining ITH and the existing Farringdon Station, and reflects its internal functions: two stories, where the station‟s large internal volume for the interchange

concourse abuts the ITH; and three stories to accommodate the emergency access and fire escape stairs with the railway and station ventilation enclosures above. In addition the structure is largely set back from the building site boundary except for a short length along Farringdon Road.

From local views along Farringdon Road and Cowcross Street any structure on the site will be read against the backdrop of the six-storey flank wall of the adjoining Caxton House, or the five-storey building on the north side of Cowcross Street. The WTH structure, as read along Farringdon Road will be of a similar height and scale to the low- rise block that was previously situated just south of Cardinal Tower. In longer views the structure will add visual interest whilst not dominating existing buildings. The WTH structure will eventually be subsumed within the OSD, where it will be transformed to make a positve contribution as part of a larger integrated building.

Figure 20: Artists impression of the WTH looking south along Farringdon Road from Cowcross Street

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Farringdon Station West Ticket Hall Design & Access Statement

Materials Pallette

The exterior materials pallette, prior to any potential OSD overcladding, is simple, clean lined yet robust, The external appearance of the WTH is subject to approval under Schedule 7 of the Crossrail Act, however due reinforcing the street. to the external appearance being a result of the functionality and passenger experience of the Crossrail Interchange concourse interior, a brief description of the interior is provided below, followed by a description of The pallette comprises of light grey render, bronze finish cladding, bronze finish metal doors and door frames the external appearance. (street level) and bronze finish expanded metal panels (first floor level to roof level) encasing the Farringdon Road elevation to create an independent screen parallel and offset to the north elevation. The intention is to present the station block in a coherent „wholistic‟ manner and to marry all elevations consistently as „one‟. The WTH Interior and Passenger Experience animated nature of the elevation and choice of material will further be enhanced and activated with LED lighting. The interior of the ITH will enjoy considerable natural light thanks to its largely glazed eastern wall, open northern wall and the array of nine skylights over the entire ticket hall. The Crossrail Interchange Concourse by It must be noted that whilst the cladding and expanded metal screens are interim cladding, it allows the concept contrast will have no direct source of natural daylight during all but very early morning. With this in mind the developed for the interior of the station to be expressed externally. As the the OSD is built out the interim WTH passenger concourses has been designed as a counterpoint to the ITH; indirect artificial lighting will be cladding and screens will be removed. used to define the character of the space to emphasise the sense of volume, and reveal and accentuate the Provision is made for roof access for maintenance purposes. To ensure the roof areas can be safety accessed form of the stairs and escalators as distinct elements in the space. Light will be reflected off the soffit from a metal safety barriers/ guard rails will be installed at different roof levels. linear source above the largely backlit glazed walls, and supplemented by skirting-level lighting. Other light sources include the escalator side walls. The northern end of the site will feature a ground level slab, which will be protected by hoarding until commencement of the OSD. Passengers moving towards the Crossrail Interchange Concourse, from the ITH, will first notice the structurally At the southern end of the Farringdon Road elevation is the service yard entrance, forming an underpass with expressive raking concrete soffit. The soffit is articulated with diamond-shaped patterns, partially to recall the vehicular access and adjacent service yard pedestrian entrance. The vehicle entrance will be protected by a area‟s industrial heritage of jewellery-making and acknowledge the close proximity of Hatton Garden, London‟s metal security gate with a separate gate for pedestrians. present day jewellery quarter. The raking soffit, along with the walls of the interchange concourse, angled in plan, also serves a practical function of drawing passengers to the gateway leading to the escalators to the The southern elevation of the structure, visible only from the Service Yard, will predominantly have a rendered Crossrail platforms. finish, except for where it is punctuated by louvres and architectural stainless steel mesh screen, behind which are station ventilation chambers. Stainless steel mesh was selected to maximise the free area for ventilation The material finishes on the walls are, from the floor upwards, bronze-coloured stainless steel cladding panels, and to minimise the size of the ventilation opening requried. followed by backlit etched glass panels and perforated glass reinforced concrete (GRC) panels. The flooring will be terrazzo with bronze metal inlays. The rest of the WTH elevations above ground, where cladding and screens are not required, will be finished in a render system to resist moisture penetration and frost damage, and to provide a contemporary exciting Lighting calculations and simulation tests verify that the required safety, functional and operational lighting appearance. The finishes also complement the existing range of building materials in the area and allow for levels will be achieved. In addition to which it is anticipated that passenger experience will be enriched by this maximum flexibility of OSD design. jewel-like interior, in line with both the design vision and Farringdon‟s on-going revitalisation and increasing importance as a major national transport hub. Lighting

The lighting in Farringdon west service yard lighting is to an average illuminance of 166 Lux with a uniformity External Appearance factor of 0.412 over the entire floor area. The lighting is provided from 31 double fluorescents rated at 58W The Crossrail WTH „above-ground‟ structure predominantly houses the stations utilitarian but essential mounted at a height of 6.5 meters. The average illuminance value of 166 Lux meets the required level of 150 functions, these include the fire escape and emergency access, service access, vehicle access, service yard Lux for traffic loading ramps and bays from the Lighting of indoor workplaces standard ( BS EN 12464-1:2002) and ventilation chambers. The structure will be set back from the corner of Crowcross Street and Farringdon and the Lighting of London Underground Assets standard (1-066). The illuminance level at the entrance drops Road. down to 91 Lux at its lowest which is still above the required levels of 50 Lux for Pedestrian passages, vehicle turning, loading and unloading points from the Lighting of outdoor workplaces standard ( BS EN 12464-2:2007). The structure has been designed to be integrated with the OSD which will occupy the rest of the site. In the The level of 91 Lux is also above the required level of 20 Lux for open pavement pedestrian areas from the event that OSD construction does not commence immediately on completion of Crossrail, an interim cladding CIBSE outdoor lighting guide. solution is proposed that plays down the functional elements of the building. It is textured to allow its appearance to be modulated at daytime by natural light, and at nighttime by LED lighting, to animate the streetscape and provide visual interest from the street.

Farringdon Station West Ticket Hall Design & Access Statement

Acrylic render finish (light grey) Copper Cladding (Bronze) Expanded Metal Screen Metal Security Gate (Bronze) (Bronze)

Expanded Metal Screen (Bronze) with approximately 50% perforated area

Expanded Metal Screen (Bronze) with approximately 25% perforated area

Expanded Metal Screen (Bronze) with approximately 10% perforated area

Figure 21: Farringdon Road Elevation. Ventilation chambers beyond louvers are indicated with the void boxes to show how the articulation of façade in context of function.

Farringdon Station West Ticket Hall Design & Access Statement

The „shopfront‟ of Crossrail‟s Farringdon Station will be the Farringdon ITH entrance on Cowcross Street. The Crossrail WTH structures will be part of the wider Farringdon Station complex that incorporates Crossrail, Thameslink, and LU services. The WTH structure, as an extension to the ITH, will be read as part of this

Farringdon Station complex.

The Farringdon Road elevation, whilst driven by functional requirements of the station, has been minimized in size and appearance to create a building that is simple, understated, modern and functional. The materials selected are clean and robust to reflect honestly the nature of the structure and bring a conection to history of

metal working in the area. The scale of the proposed WTH structure is appropriate when read in context of the nearby buildings, such as the existing Farrringdon Station and Caxton House, as well as the emerging Integrated Ticket Hall building and others that form the urban grain of the Farringdon Road/ Cowcross Street area.

The design can accommodate a range of possible future OSD configurations.

Figure 22: West Ticket Hall looking north along Farringdon Road to Cowcross Street

West Ticket Hall Access

Farringdon Station West Ticket Hall Design & Access Statement

Accessibility The ITH is designed to allow step-free access to Thameslink‟s platforms. Step-free access to the southbound platform will be via two lifts whilst access to the northbound platform will be via a single lift. The provision of the two lifts serving the Thameslink southbound platform includes lifts down to the Crossrail platforms. The lifts will provide step-free access from the ticket hall level to the Crossrail platforms below. They will also facilitate step-free interchange between the two systems. Step-free access and egress is also enabled from the eastern end of the station to the street level with inclined lifts, in place of conventional lifts. There is also step-free access to London Underground Barbican Station from the East Ticket Hall.

Signage and Wayfinding The whole station complex signage will follow the Transport for London signage directory as used in all London Underground stations at present. The familiarity of this will foster wayfinding for most of the travelling public.

The key station functions of Crossrail‟s above-ground structures are the Interchange Hall, the emergency escape stairs, the ventilation plant room areas and service yard. The Interchange Hall is accessed via the ITH. Back of house areas do not have public access, except for in emergencies when the fire escape stairs and lift will come into operation. Service Yard Vehicle access from Farringdon Road will be provided via a new ramped vehicle crossover from a drop curb to an undercroft opening in the facade. The design allows for deliveries to be made by twin-axle lorries with turnabout space. The service yard is also accessible by pedestrians via a segregated entrance adjacent to the vehicle entrance. The entrance is level with the public footway. Within the service yard, the surface is gently ramped in the vehicle area whilst the pedestrian route will be level and signed. Both vehicle and pedestrian access are protected by metal gates. The vehicle entrance will have a vehicle barrier. A security booth is located adjacent to the pedestrian entrance overlooking the service yard from which access and security will be managed. Figure 23: Artist impression of Crossrail platforms Access Doors off Farringdon Road Adjacent to the service yard entrances are three doors (two double doors and one single leaf) providing access to internal back of house station rooms, and access to upper and lower floors. The entrances have level thresholds.

Farringdon Station West Ticket Hall Design & Access Statement

Emergency Access Emergency acces is via two sets of double doors leading to two staircases. One staircase is for fire fighting access and incorporates fire fighting stairs, lobbies and lift shaft. The other staircase is for means of escape to street level only. The fire core has been designed to meet Crossrail‟s and Farringdon Station‟s Fire Strategies, based on, amongst others, British Standards BS5588 and BS9999.

During evacuation, once off the platforms, the passengers would need to reach a place of safety. This is achieved as follows: If evacuated via a protected stair, they would already be within a „place of relative safety‟ and so they would only need to continue up the stair to street level. If evacuated via the escalator route, from the western end they would travel up the escalator and transfer to the escape stair at Thameslink platform level.

If evacuated via the escalator route from the eastern end of the platform they would travel up to the eastern ticket hall and to street level. Compliance with Legislation Crossrail stations, including the facilities proposed for Farringdon Station, have been designed to meet Crossrail‟s Inclusivity Policy which effectively applies the requirements the Disability Discirimination Act (DDA) 2005, and complies with Part Building Regulations M, (Access to and Use of Buildings). The design provides step-free access to Crossrail platforms and step-free interchange between Crossrail and Thameslink platforms.

The primary access for passengers into the Crossrail-provided infrastructure is via the ITH. Nevertheless, equality of access is provided for all with step-free access via lifts from the ITH to and from Crossrail platforms. The lifts also enable step-free interchange between Thameslink and Crossrail services. In the event of an emergency, PRM means of escape is enabled via the firefighting lift which forms part of the emergency services access and fire escape stair core located off Farringdon Road. Refuges for wheelchair users or other passengers with restricted mobility are also provided in accordance with the Building Regulations. Access to back of house areas is provided from Farringdon Road, the Serice Yard area, or internally from the station and designed with level thresholds in all locations.

Figure 24: Emergecy escape routes

West Ticket Hall Over Site Development

Farringdon Station West Ticket Hall Design & Access Statement

Over Site Development (OSD) is intended at both ends of the Crossrail Farringdon Station. The OSD at the west is „collaborative‟, in that the developer of the site has been identified and is in a collaborative arrangement with Crossrail Limited in the development of a coordinated station and OSD scheme. The type and mix of OSD proposals, including the OSD core locations and grid layouts impose constraints that required accommodation within the WTH design to ensure that station operation and maintenance would not be affected by a subsequent OSD development. The challenge for designers has been to achieve an optimised station and OSD development. The WTH station structure has been designed in coordination with the OSD design team and includes, amongst other features, Ground Source Heat Pump pipework for use by the OSD as part of its sustainability strategy. In the event that OSD does not commence, as is currently intended, immediately on completion of Crossrail works, an interim cladding is proposed to the service structure. The WTH interim screening can be removed and an integrated cladding solution installed as part of the OSD works. The WTH structural elements have been set behind an agreed façade zone line to facilitate OSD overcladding. Proposals for OSD will be the subject of a separate planning application under the Town & Country Planning Act.

West Ticket Hall Landscaping & Public Realm

Farringdon Station West Ticket Hall Design & Access Statement

A desciption of indicative proposals being brought forward by Crossrail in partnership with other stakeholders is set out below. The public realm proposals are not being submitted for approval and do not form part of the Schedule 7 submission. They have been included here for information only. A public realm scheme for Farringdon Station is being developed in close conjunction with the London Borough of Islington, London Borough of Camden, the City of London, Transport for London, Network Rail, Design for London and English Heritage. The proposals have been developed to enhance the existing historic streets and spaces, provide continuity with the historic materials that remain within the area, improve legibility, permeability and pedestrian capacity on routes to and from the station entrances including the strategic and local gateways and links to green spaces, reduce vehicle impacts, improve accessibility and enhance the transport Interchange facilities. The current proposals are for pedestrian priority in Cowcross Street between the junctions with Farringdon Road and Turnmill Street.

The detailed designs for the immediate pedestrianised approach to the station entrances include high quality Yorkstone paving reflective of the traditional materials within the area. The paving design will provide a strong east - west direction to emphasise the approach to the station entrances from Cowcross Street and Farringdon Road. The areas between the station entrances are designed to link with and lead to each ticket hall. Public art can provide a landmark feature within the new public space and could be integrated with the security measures that need to be located either side of the main entrances. Street lighting in this area will be located on building frontages where possible.

The section of Turnmill Street and Cowcross Street incorporating the raised carriageway will include footway level loading bays, cycle stands near the new northern station entrance and security bollards. Street lighting is proposed for building frontages to continue the approach already adopted in Cowcross Street. Other street furniture and signage will be minimised with inground markings used to define parking, loading and taxi drop off areas. The raised carriageway will be defined by a granite sett surface and a traditional granite edge which will be continuous with the granite kerb used throughout the street. Yorkstone will define the footway to maintain the traditional street form and character.

Figure 25: Draft indicative urban realm proposals for Cowcross Street

West Ticket Hall Summary & Conclusions

Farringdon Station West Ticket Hall Design & Access Statement

The WTH Structure will be an exciting contemporary addition to the street-scene, complementing the Farringdon area. The „shopfront‟ of Crossrail‟s Farringdon Station will be the Farringdon ITH entrance on Cowcross Street. The Crossrail WTH structures will be part of the wider Farringdon Station complex that incorporates not only Crossrail and Thameslink but also the existing Faringdon LU / Thameslink Station. The WTH will not be a stand alone structure but will form and, be read as, part of the Farringdon Station complex. The Farringdon Road elevation is deliberatly understated, modern and functional. The proposed materials have been selected to be simple, robust and clean reflecting the nature of the structure and allowing maximum flexiability for a future OSD and its preferred façade/cladding proposal. The appearance of the WTH, whilst driven by functionality, will respect and complement the surrounding urban context

The proposed new Crossrail structures at Farringdon West Ticket Hall will secure the following: The Crossrail project will add an interchange concourse alongside the Integrated Ticket Hall to create a seamless transportation hub providing a safe, welcoming and easy-to-navigate environment for all passengers. The opportunity to integrate the station facilities is being taken at Farringdon with the implementation of the Thameslink Programme and the Crossrail project to create the ITH. The Integrated Ticket Hall has been designed and space-proofed to accommodate the passenger demand anticipated for Crossrail. The layout of the WTH has been configured in the most appropriate way, responding to the site constraints and opportunities. Along with the Crossrail Interchange Concourse, other station functions including electrical, mechanical and ventilation plant rooms, ventilation structures and emergency access have been configured within the footprint of the site to maximise the ground floor area for active usage and maximise the potential for a future OSD. The proposed structure responds to both the intimate scale of the smaller buildings on Cowcross Street, particularly the existing London Underground station building and the Integrated Ticket Hall, and Figure 26: Artist’s impression of a Crossrail train to the taller buildings along Farringdon Road. Step-free access to all Crossrail and Thameslink station and train services from the Integrated Ticket

Hall. Furthermore, there will also be step-free routes between the platform and the East Ticket Hall as well as step-free access to LU Barbican station.

Farringdon Station West Ticket Hall Design & Access Statement

Figure 27: Daytime perspective. Artist’s impression of the WTH from the junction of Farringdon Road and Cowcross Street.

Farringdon Station West Ticket Hall Design & Access Statement

Figure 28: Nightime perspective. Artist’s impression of the WTH from the junction of Farringdon Road and Cowcross Street.