Draft Design and Access Statement - West Midlands Interchange · 2020-04-28 · CONTENTS 01 Introduction pg 05 4.1 Site Identification 4.2 Scheme Development 02 Site Analysis pg 09

Four Ashes Ltd

Draft Design and Access StatementChetwoods Architects

The West Midlands Rail Freight Interchange Order 201X

Regulation 5(2)

June 2017 – 7th Revision

Document 7.5

Architects

Legal Advisors Rail Engineers Landscape Architects

Planning Consultant Rail Policy Acoustic consultant

Project Managers Transport Advisors Lighting consultant

Environmental Impact Assessment Structural Engineers

This design and access statement has been prepared by Chetwoods Architects with input from the above consultants:Four Ashes Ltd

CONTENTS

01 Introduction pg 05

4.1 Site Identification4.2 Scheme Development

02 Site Analysis pg 09

03 Vision and Design Objectives pg 15

3.1 Vision and Design Objectives

04 Scheme Evolution pg 17

06 Design & Access Requirement pg 33

2.1 Policy Context2.2 Planning Policy Designations2.3 Planning History2.4 Consultation2.5 Opportunities and Constraints

1.1 The Design and Access Statement1.2 Scope and Content1.3 Description of development1.4 The site

Four Ashes LtdFour Ashes LtdPage 03

6.1 Landscape Design & Biodiversity6.2 Drainage6.3 Noise6.4 Lighting6.5 Building Design Overview6.6 Building Design Roof and Elevations6.7 Building Design External Areas6.8 Sustainability6.9 Rail Accessibility6.10 Road Accessibility including Bridges6.11 Walking and Cycling Accessibility6.12 Travel Planning

5.1 Development Parameters

05 Development Framework pg 25

Four Ashes LtdFour Ashes LtdPage 04

Four Ashes Ltd

Introduction01

Page 05

1.1 The Design and Access Statement

1.1.1 This draft Design and Access Statement (‘DAS’) has been prepared by Chetwoods

Architects to accompany the application for a Development Consent Order for West

Midlands Rail Freight Interchange (‘WMI’) Order [201X].

1.1.2 An application is being prepared by Four Ashes Ltd (the ‘Applicant’) to the Secretary of

State (‘SoS’) via the Planning Inspectorate (‘PINS’) for a development consent order

(‘DCO’) under the Planning Act 2008 for the development of a new Strategic Rail Freight

Interchange (‘SRFI’) (including warehousing) (the ‘Proposed Development’) at land

located at Four Ashes, Staffordshire (the ‘Site’)

1.1.3 The Proposed Development, as a rail freight interchange, constitutes a Nationally

Significant Infrastructure Project (‘NSIP’) under Sections 14(1)(l) and 26 of the Planning

Act 2008.

1.1.4 This statement seeks to explain the design approach that underpins the proposals and

identifies the principal issues that have influenced and generated the proposed design.

It describes the design process and justifies the choices taken to achieve a sustainable

and inclusive development.

1.1.5 This statement is to be read in conjunction with the draft Environmental Statement

(Document Ref 6.2), the draft Planning Statement (Document Ref 7.1), the set of three

Parameter Plans and the Illustrative Masterplan.

1.2 Scope and Content

1.2.1 This statement has been laid out in a logical sequence that tells the story of the

Proposed Development and provides:

• Site Analysis including the environment along with the opportunities and constraints;

• Scheme evolution including site identification, public consultation and scheme

development;

• Development framework including commercial objectives and the development

parameters; and

• Design and access including landscape, drainage, noise, lighting, building design,

sustainability, rail accessibility, road accessibility, walking & cycle routes and travel

planning.

INTRODUCTION

Page 06

Figure 1 – Example warehouse offices

1.3 Description of development

1.3.1 An SRFI is a large rail served distribution park linked into both the rail and strategic road

system, capable of accommodating large warehouses necessary for the storage, processing

and movement of goods for manufacturers, retailers and end consumers. The aim of an SRFI

is to optimise the use of rail in the freight journey by maximising rail trunk haul and minimising

some elements of the secondary distribution journey by road, through co-location of other

distribution and freight activities and by adopting locations close to centres of demand.

1.3.2 Specifically, the Proposed Development comprises:

• An intermodal rail freight terminal with connections to the West Coast Main Line, capable of

accommodating up to 10 trains per day and trains of up to 775m long and including container

storage, HGV parking, rail control building and staff facilities;

• Up to 743,200 square metres of rail served warehousing and ancillary service buildings;

• New road infrastructure and works to the existing road infrastructure;

• Demolition of existing structures and structural earthworks to create development plots and

landscape zones;

• Repositioning and burying of electricity pylons and cables; and

• Strategic landscaping and open space, including alterations to public rights of way and the

creation of new ecological enhancement areas and publicly accessible open areas.

1.3.3 Key ‘parameters’ regarding the proposed buildings on the site, including the maximum building

heights and the maximum total number of buildings will be fixed as part of the application

process, and defined in on a set of Parameter Plans (Document Refs 2.5 - 2.7).

1.3.4 In addition, an Illustrative Masterplan (Document 2.7) has been prepared to help demonstrate

one way in which the development could potentially be delivered within those parameters.

INTRODUCTION

Page 07

Figure 2 – Typical Container Stack within an SRFI

1.4 The Site

1.4.1 The Site is approximately 10 kilometres to the north of Wolverhampton and immediately west of Junction 12 of the M6 in South Staffordshire. The Site is approximately 297 hectares (ha) in size

and is located within the administrative boundary of South Staffordshire District Council, within the Civil Parishes of Brewood and Coven, Penkridge and Hatherton.

1.4.2 The Site is broadly bound by the A5 road to the north (from Junction 12 to the Gailey Roundabout); Calf Heath reservoir, the M6, Stable Lane and Woodlands Lane to the east; Station Drive,

Straight Mile and Woodlands Lane to the south; and the A449 (Stafford Road), from the Gailey Roundabout to Station Drive to the west. The south-eastern area of the Site is bisected by Vicarage

Road.

INTRODUCTION

Page 08

1.4.3 The existing Site comprises mostly arable farmland with hedgerows and trees, with a large

sand and gravel quarry in the east, and mixed plantation woodland known as Calf Heath Wood

at the centre of the Site.

1.4.4 The Staffordshire and Worcestershire Canal runs roughly north to south through the western

part of the Site. The West Coast Main Line (‘WCML’) runs north to south through the Site, near

the western edge.

1.4.5 Public access to the Site is limited. A single Public Right of Way exists in the north-west and

provides a link between Croft Lane and the A449 via an overbridge to the railway. A towpath

also extends along the western side of the canal along its length through the Site.

1.4.6 The Site is in general bound to the north by the A5/Watling Street; to the east by Calf Heath

Reservoir and some pastoral farmland; to the south by Four Ashes chemical works and

industrial estate, the Staffordshire and Worcestershire Canal, Straight Mile road and farmland;

and to the west by the A449 Stafford Road. Two existing industrial uses border the central

enclave of the Site boundary.

Figure 3 – Order of Limits Plan

Four Ashes Ltd

Site Analysis02

Page 09

2.1 Policy Context

2.1.1 The planning policy context for the Proposed Development and the response to policy is set out in detail in the draft Planning Statement (Doc Ref. 7.1).

2.1.2 There are a wide range of policy documents which have some potential relevance to the determination of the WMI DCO application. However, the regime established by the Planning Act 2008

makes clear that the National Networks National Policy Statement (2015) (‘the NPS’) is the primary policy document relevant to the determination of this application.

2.1.3 The NPS is a specific policy regime, designed to test, shape and deliver infrastructure which meets the identified national need for improved road and rail networks, containing detailed guidance on

a topic by topic basis to guide both applicants and the decision maker in their detailed approach to NSIP projects.

SITE ANALYSIS

Page 10Figure 4 – Example warehouse distribution park

2.1.4 The NPS includes criteria for “good design” for national network infrastructure.

Design should be included as an integral consideration from the outset of a

proposal and scheme design will be a material consideration in decision making.

In terms of “good design” the NPS states that:

• Applying good design should produce sustainable infrastructure sensitive to place,

efficient in the use of natural resources and energy used in their construction,

matched by an appearance that demonstrates good aesthetics as far as possible

(paragraph 4.29).

• A good design should meet the principal objectives of the scheme by eliminating

or substantially mitigating the identified problems by improving operational

conditions and simultaneously minimising adverse impacts (paragraph 4.31).

• There may be opportunities for the applicant to demonstrate good design in terms

of siting and design measures relative to existing landscape and historical

character and function, landscape permeability, landform and vegetation

(paragraph 4.34).

2.2 Planning Policy Designations

2.2.1 The majority of the Site is designated as West Midlands Metropolitan Green Belt (the ‘Green Belt’)

and there is, therefore, a requirement to demonstrate that very special circumstances exist to justify

inappropriate development.

2.2.2 The Four Ashes Strategic Employment Site also includes the Four Ashes Industrial Estate (which

includes the SI Group complex), the Four Ashes Energy Recovery Facility and land owned by

Bericote Properties (known as the ‘Bericote site’), which has planning consent for up to 105,000 sq

m of industrial / distribution warehousing, the first phase of which is currently under construction.

2.2.3 Part of the Staffordshire and Worcestershire Canal Conservation Area runs through the Site,

principally along the line of the Staffordshire and Worcestershire Canal (‘the Canal’). Heath Farm

(locally listed at Grade B) and Woodside Farm (a non-designated heritage asset) are also located

within the Site. There are no other designated heritage assets within the Site, but the Site is within

the setting of a number of other heritage assets, particularly the Round House and Wharf Cottage

(both Grade II listed), which are located close to the A5 and associated with the Canal.

2.2.4 The Site has no landscape or ecological designations of a national, regional or local importance. A

geological site of specific scientific interest (‘SSSI’), the Four Ashes Pit SSSI, is located south of

Station Drive, approximately 250m from the Site boundary.

2.2.5 Part of the north-eastern quadrant of the Site has been allocated in the Minerals Local Plan for

Staffordshire (2015-2030) for an extension to the existing sand and gravel extraction area.

SITE ANALYSIS

Page 11Figure 6 – Existing quarry access from the A5

Figure 5 – Aerial image of the existing SI Group complex

2.3 Planning History

2.3.1 A number of planning permissions have been granted by Staffordshire County Council relating to a sand and gravel extraction quarry which is currently operational on a large area of the Site. The

current permission (Ref No. SS.07/19/681) allows the phased extraction of sand and gravel to a depth of 4 metres and subsequent restoration of approximately 38 hectares of land in the north-east

of the Site.

2.3.2 In May 2016, permission was granted (16/00498/FUL) for the erection of 105,000 sq m of industrial / distribution warehousing (Use Class B1(c)/B2/B8) along with access and servicing

arrangements, car parking, landscaping and associated works, on a 25 ha site located between the Canal and Calf Heath Wood, directly adjacent to the Site (the ‘Bericote Site’). This development

is now underway.

2.4 Consultation

SITE ANALYSIS

Page 12

2.4.1 Consultation on proposals helps create better projects; maximising benefits and reducing potential impacts. FAL is

carrying out two stages of consultation before submitting the DCO application to PINs. This includes one stage of

‘non-statutory’ consultation which was carried out (Stage 1, between 13 June and 24 July 2016) on early stage

proposals, and one ‘statutory’ consultation on detailed draft proposals, which this document forms a part of and will

run from 5 July 2017 to 30 August 2017.

2.4.2 The first stage of consultation was designed to get feedback on the general principles of the project and the two draft

layout options we were considering for locating the rail terminal within the site (further details in the following

sections). Valuable feedback from Stage 1 consultation was received from both statutory consultees and members of

the public. 20 responses were received from statutory consultees and 300 responses from the public.

2.4.3 FAL and the Project Team also engaged with various stakeholders before and after Stage 1 Consultation. These

stakeholders include officers from South Staffordshire Council and Staffordshire County Council, Network Rail,

Highways England and the Environment Agency, amongst many others.

2.4.4 The representations received during the Stage 1 Consultation were recorded, analysed and used to inform the

evolution of the scheme development. Further information about the consultation and responses received can be

found in the Interim Consultation Report (Document 7.10).Figure 7 – Stage 2 Consultation Zone

2.5 Opportunities and Constraints

2.5.1 The planning policy context and designations, history of the Site, dialog with statutory consultees

and local residents and the surrounding environment have all influenced the design and scheme

development. The following sets out the opportunities and constraints that have been identified and

used to influence the Proposed Development:

2.5.2 Opportunities:

• Direct rail access to the West Coast Main Line (WCML) an existing core main line railway

forming part of the Strategic Freight Network, with sufficient capacity to meet anticipated demand

of 10 trains per day;

• Direct access to strategic road network;

• A large intermodal terminal able to accommodate trains of up to maximum 775m length and

around 4,000 TEU (Twenty-foot Equivalent Units) of container storage;

• Large area of warehousing, with potential for flexible building sizes including large individual

buildings, varying heights and all rail-served;

• Extensive buffer landscaping to mitigate for potential visual impacts and contribute to open space

network and biodiversity enhancement and

• Deliver an SRFI to serve Birmingham, Wolverhampton and the greater Midlands Area –

strategically placed in relation to rail and road access.

2.5.3 Constraints (without mitigation):

• Partial site contamination and the existing quarry;

• Conservation canal & close by listed buildings;

• Existing Bericote Scheme under construction;

• Environmental effects on existing properties;

• Flood risk restrictions on developable areas;

• The need to respond appropriately to ecological and landscape; and

• Existing traffic congestion.

SITE ANALYSIS

Page 13Figure 9 – M6 Junction 12

Figure 8 – West coast mainline looking north

Figure 10 – WMI Site Constraints Analysis

Page 14

SITE ANALYSIS

Four Ashes Ltd

Vision and Design Objectives03

Page 15

3.1 Vision and Design Objectives

3.1.1 The vision for the WMI project is to maximise the benefits of the unique, strategic location to

provide a state-of-the-art rail freight interchange of national importance and significance, fulfilling

the long-outstanding need for a strategic rail served logistics site in this area. Having regard to the

quality of the connectivity, the scale of the proposals, and the strength of the commercial market,

FAL believe that WMI would be capable of serving regional, national and potentially international

markets and would become a major asset to the economy of the area. A SRFI of this scale and

quality would be capable of supporting 8,550 jobs directly and achieving a major shift in the

movement of goods from road to rail. It could also serve as a facility of enormous value to industry

and commerce in the area.

• Ability to construct direct rail connected warehousing

• Rail terminal capable of handling 775m length trains

• Rail terminal with the capacity to store and process containers

• Development zones capable of accommodating single building footprints up to c1million sqff

• Development height zones to accommodate buildings up to 30m tall to allow for the latest

warehouse mechanical handling equipment

• Development plots capable of allowing for 55m deep HGV yards which accommodate the latest

extra long length trailers

• Infrastructure corridors that allow the safe and quick flow of vehicles

VISION AND DESIGN OBJECTIVES

Page 16Figure 12 – M6 Junction 12

Figure 11 – West coast mainline looking north

Four Ashes Ltd

Scheme Evolution04

Page 17

4.1 Site Identification

4.1.1 A draft Alternative Sites Assessment (‘the draft ASA’) (Document 7.2) accompanies this

suite of document for Stage 2 Consultation. The draft ASA considers other sites and

possible locations, exploring the extent to which these could meet the identified need.

The ASA also explores whether or not this identified need can be met without the use of

Green Belt land. The draft ASA considers both the general location of the greatest need

and then revisited the availability of alternative sites.

4.1.2 The Applicant and the project team concentrated its search for a SRFI location on the

area to the north-west of the greater Birmingham area, where there is a notable gap in

the national network of SRFIs. Previous independent research by public bodies indicated

that additional SRFI and / or rail-served warehouse floor space was needed in this part of

the West Midlands and that this area should be treated as a priority.

4.1.3 Using the WCML, which forms part of the Strategic Freight Network for Rail, as a starting

point, the Applicant considered a number of alternative sites in the West Midlands area.

4.1.4 Following an extensive searcher, a long-list of eleven sites was identified, which was then

shortlisted to five including the WMI Site. The ASA considered a range of technical,

spatial, logistical and planning policy requirements for the SFRI as well as making an

appraisal of environmental constraints for each alternative site.

SCHEME EVOLUTION

Page 18

Figure 13 – Map of the West Midlands

4.1 Site Identification

4.1.5 The WMI Site was ultimately selected as it was considered well suited and well located to meet the need for a large scale SRFI.

4.1.6 The Site is of a sufficient size to accommodate an SRFI development and, importantly, it is large enough to achieve the critical mass required for success and to accommodate the significant landscape

and open space improvements required to mitigate the visual impacts of the development and create a suitable ‘buffer’ between the development and the surrounds.

4.1.7 Therefore, the proposals at WMI offer the opportunity to create a SRFI development of national significance. The site is sufficiently large and flat, rail access to the site is achievable, and quick and

efficient access to Junction 12 of the M6 is also achievable. Furthermore, development can be achieved avoiding significant environmental impacts.

SCHEME EVOLUTION

Page 19

Figure 14 – Map of the West Midlands

4.1.8 The WMI site lies within Green Belt land and there is, therefore, a

requirement to demonstrate that very special circumstances exist to justify

inappropriate development. As set out in the Planning Statement, very

special circumstances are considered to exist and, in this context, the

NPS recognises that, due to the geographic requirements of SRFIs,

promoters may find that the only viable sites for meeting the need for

regional SRFIs are on Green Belt land (para 5.172).

4.1.9 The draft ASA concludes that the WMI Site represents the only suitable

site to meet the need for a SRFI in the identified search area. Full detail is

set out in the draft ASA itself.

Figure 14 – Aerial view of the site west of the M6 junction 12

4.2 Scheme Development

4.2.1 The scheme has been carefully developed, based on a close understanding of the Site’s characteristics.

4.2.2 Pre-Consultation

Following the initial work of the core consultant team, detailed work on the master planning of the WMI scheme began in January 2016.

4.2.3 Initial work undertaken by the core team resulted in four different layout options being drawn up in February 2016 for the full consultant team to analyse and consider. These layouts principally

considered the consequent location of the terminal, the associated railway infrastructure and the location of the warehousing and road infrastructure.

Page 20Figure 15 – East Rail Terminal Masterplan

SCHEME EVOLUTION

4.2.4 Following examination and further refinement of each of the four layout options, two preferred layout options

were identified in April 2016. These two options were further refined to provide two detailed masterplan options

for Stage 1 Consultation.

4.2.5 Following the identification of the two preferred options, the project team began engaging on a one-to-one basis

in April 2016 with those who it was considered might be most directly impacted by the proposals.

4.2.6 These discussions helped to inform the evolving design of the masterplan options.

4.2.7 It was decided that in bringing two masterplan options forward to Stage 1 Consultation, a more comprehensive

consultation could be undertaken prior to any elements of the layout being ‘fixed’. This allowed the project team

to fully consider responses from consultation prior to selecting a preferred layout option.

4.2.8 Stage 1 Consultation

The two masterplan options brought forward to Stage 1 Consultation, held from June to July 2016 are shown in

Figure 7 below. Full details of the proposals brought forward to Stage 1 Consultation were available in the Stage

1 Consultation Overview Document.


4.2.9 The two options provided alternative locations for the rail terminal, east or west of the WCML, generating different layouts and operating characteristics as a result of the proposed terminal

locations.

4.2.10 Both options have the capability to receive a full length 775 metre freight train from the WCML.

4.2.11 Both options use a similar road infrastructure and will utilise the A5 roundabout as the primary access into the site, with the A449 and Vicarage Road roundabouts acting as secondary and

tertiary accesses respectively.

4.2.12 Heights of the buildings across both options will vary between 18 – 36 metres, with the buildings nearest residents and sensitive areas being at the lower end of that scale. Substantial landscape

screening would be provided to the perimeter of the park and to provide screening of the warehouses and the rail terminal.

Page 21

SCHEME EVOLUTION

Figure 16 – West Rail Terminal Masterplan

4.2.13 The West Option proposed the rail terminal access points to the west of the existing rail line. The trains would be

split in two in the reception sidings and then moved into the terminal. The West Terminal Option could

accommodate 775m trains in the reception sidings and 395m sections in the rail terminal area. The container

stacking area will be alongside the rail terminal area with all the facilities to the west of the WCML.

4.2.14 The East Terminal Option positioned a 750m rail terminal plus locomotive and associated container stacking with

the required ancillary facilities to the east of the rail line. Using this facility, the terminal would be able to accept full

length trains without the need to split them in the sidings. This option had the rail terminal access points to the east

of the existing West Coast Main Line and would require a new rail bridge over the existing canal.

4.2.15 The feedback received from the first stage of consultation was considered by the project team and was used to

inform the decision made on the masterplan option that has been brought forward to this second stage of

consultation.

4.2.16 Full details of the feedback received from the first stage of consultation is contained within the Interim Consultation

Report (Document 7.10).


4.2.17 Illustrative Masterplan Evolution

The WMI Illustrative Masterplan has evolved significantly since the first stage of public consultation. The west terminal option was brought forward following consultation. Amongst the reasons for

the choice of the west terminal option were; the limited impact on the Canal Conservation Area, simpler access and improved operational efficiency from the WCML and perceived occupier

preference.

4.2.18 The following principal changes were made to the Illustrative Masterplan as a result of the first stage of consultation and further assessment undertaken between Stage 1 and Stage 2

Consultation.

4.2.19 Internal roads and the A5 roundabout have been relocated 30m to the east to reduce impact on the setting of the Canal Conservation Area and the two listed buildings, as a result of engagement

with Historic England.

4.2.20 A 20m landscape buffer has been introduced along the western boundary of illustrative Unit 3030, to enhance ecological connectivity through the Site.

Page 22Figure 17 – Typical landscape sections providing screening from the active elevation

4.2.21 The rail terminal layout has been refined to allow the rail terminal to accept full-length 775m

trains without splitting. This has required the reconfiguration of Gravelly Way and the

introduction of a new bridge.

4.2.22 The rail terminal footprint has been reconfigured and reduced, allowing for additional

landscape screening to the A449 and to enable moving the rail terminal further away from

residents on Station Drive.

4.2.23 Additional mitigation land has been brought into the scheme to mound and landscape so as

to reduce the impact of the terminal on the residents of Station Drive.

4.2.24 Additional land has been brought into the scheme to create a community park to the south of

the development.

SCHEME EVOLUTION


4.2.25 The layout of the buildings to the south of Vicarage Road has been altered to retain existing veteran trees, hedgerows and pond and to reduce the impact on Calf Heath village through detailed

landscaping changes and by altering the buildings to be single sided units.

4.2.26 The floor space has been reduced to increase the amount of green space across the scheme and to enhance ecological and pedestrian connectivity within the Site.

4.2.27 Purchase agreements have been reached with a number of properties that were in close proximity of the Site or within the Site and this will reduce any hardship caused by the scheme on residential

residents.

Page 23

SCHEME EVOLUTION

Figure 19 – Calf Heath Community ParkFigure 18 – Croft Lane Community Park


Page 24

Figure 20 –

WMI Masterplan

June 2017

SCHEME EVOLUTION

4.2.28 The result of the work undertaken across the life of the

WMI project is that a SRFI of exceptional operational

quality has been designed within a framework that has

been heavily influenced by community consultation,

environmental considerations and occupier needs. The

latest illustrative masterplan is capable of delivering a

scheme that:

• is entirely rail-served;

• is well connected to both the national road and rail

networks;

• can credibly deliver rail-served warehousing in the

initial stages of the development (see the indicative

Phasing Plan in the draft planning statement);

• provides a significant element of warehousing (over 1.6

million sq ft) with potential to be directly rail-linked;

• can handle ‘full-length’ (up to 775m) long freight trains,

without splitting, reducing the need for on-site shunting;

• is capable of handling four trains a day in the early

phases of the development, from both directions, whilst

being of sufficient scale and capacity to enable this to

rise to up to 10 trains per day at full maturity;

• is located close to the business markets it will serve;

and

• delivers over 32% of the scheme as Green

Infrastructure.

Four Ashes Ltd

Development Framework05

Page 25


5.1.1 A ‘Parameters Approach’ has been applied to the Proposed Development whereby

the development is described in terms of clearly defined parameters inside which

future design development will be undertaken. This approach is used across a

range of infrastructure projects in order to ensure that the potential impacts of a

project are properly controlled whilst allowing flexibility in design options for future

design development.

5.1.2 Three sets of Parameter Plans (Document Refs. 2.5 – 2.7) have been developed

which encapsulate the scheme’s concept and which will form the ‘envelope’ within

which future detailed design proposals will need to evolve.

5.1.3 The Parameter Plans identify those elements of the scheme which are to be fixed

or controlled as part of the DCO (i.e. the location of development plots and the

framework of green infrastructure) and those elements which are subject to

restrictions. The three Parameter Plans which set out the design parameters are:

• Building Development Parameter Plan;

• Green Infrastructure Parameter Plan; and

• Floor Level and Building Heights Parameter Plan.

5.1.4 The Illustrative Masterplan (Document Ref 2.8) has also been produced which

demonstrates one way in which the WMI proposals could potentially come

forward, in accordance with the controls set out in the Parameter Plans.”

5.1.5 The proposal is for up to 743,200sqm of floor space. This maximum has been set

with reference to the Building Zones as shown on figure 19 (Doc Ref 2.5a)

ensuring all floor space is located within this area whilst allowing for appropriate

circulation, servicing and access areas.

Page 26

Figure 21 – Development Zone Parameter Plan

DEVELOPMENT FRAMEWORK

Page 27

Figure 22 – Floor Levels & Heights Parameter Plan



5.1.6 The maximum floor space has been set in order to provide a development that is

capable of being effectively and sympathetically accommodated on the site whilst

ensuring surrounding characteristics or sensitivities are respected. It is important

to note that not all of the proposed building zone will be developed as buildings

albeit in order to demonstrate the appropriateness of providing buildings anywhere

across this area.

5.1.7 In response to the stage 1 consultation, the maximum building zone has been

pulled back from the canal corridor and residential areas surrounding the site. As a

result the area within which the maximum floor area can be accommodated has

been reduced and therefore this has increased the green infrastructure areas up to

32% of the overall site.

5.1.8 Finished floor levels (FFL) have been set across the site to respond to the

underlying topography. A minimum FFL and a maximum FFL have been set across

the site for each development zone, this can be seen on figure 20 (Doc Ref 2.6a).

5.1.9 The maximum height of the proposed buildings is determined by the specific

requirements of a SRFI. A maximum 26m clear height to haunch is required to

support the operator’s functions within the buildings and when taking into account

roof pitch, this results in a maximum building & ridge height of 30m, from FFL.

Four height zones have been set across the site, which keeps the taller buildings

towards the centre with the lower 20m and 24m height zones around the

perimeter, with a further height zone for the rail terminal.

5.1.10 The overall building massing of the site has been carefully designed to ensure that

all active parts of the building elevations are hidden from the localised views by the

perimeter landscaped mounding. The active parts of the elevations are generally

the lower 5.5m of the buildings, this is where the HGV’s park against the

warehouses to be unloaded.

Figure 23 – Green Infrastructure Parameter Plan

Page 28



5.1.11 The heights of the landscaped mounding are set so they are relative to the

adjacent development zone FFL, this will ensure that the mounding will provide

the screening required to the active elevation. Simply, if the warehouse FFL gets

raised so will the landscape mounding height.

5.1.12 Key aims of the Green Infrastructure parameter plan are Retention,

improvement and augmentation of existing boundary hedgerow features and

existing trees.

5.1.13 Additional planting will be provided creating structural landscaping buffers to the

perimeter of the site, these areas are of sufficient size to allow the mounding to

be formed to achieve the required heights to screen the lower levels of

development.

5.1.14 Areas of landscaping are set on the edges of the site and form a key part of the

proposals helping to assimilate the development into its surroundings and

seeking to preserve the character setting of the adjacent area.

5.1.15 The aims of the landscape parameters are to Integrate the proposed

development harmoniously into the receiving landscape, Improve local

biodiversity & ecological value of the site and Improve the interconnectivity of

Green infrastructure (GI) within and immediately adjacent to the site whilst

maintaining safe and enjoyable public access to the community parks.

5.1.16 These aims are achieved through the Green Infrastructure parameters plan by

providing robust boundary landscaping which is connected to the existing

network of hedgerows and woodland planting, together with on-plot amenity

landscaped areas and a strong landscaped infrastructure access roads.

Development Parameters5.1.17 The rail freight terminal has been designed to accommodate up to 10 trains per day, and

to accommodate trains of up to 775m in length. This therefore allows for the currently in

use freight train lengths and future proofs the scheme for onward use. The design of the

terminal enables the quick transfer of freight from road to rail, and vice versa, and in

addition to serving the operators located on the WMI site itself, would also serve a wider

market and warehouse storage as required. Areas for container storage and HGV

parking are therefore provided within the rail terminal.

Up to 743,200 sq m of rail served warehousing and ancillary service buildings5.1.18 The WMI application is for a maximum of 743,200 sq.m. (8 million sq.ft) of

predominantly warehouse space. A small amount of space for ancillary service buildings

relating to the freight terminal and storage areas is also proposed.

5.1.19 The final and detailed design of the scheme will be determined in due course, but the

expectation is that it will provided buildings of various sizes and heights with each plot

being individually designed to meet the occupiers requirements.

5.1.20 The proposal includes identification of a number of parcels of development plots within

the site, as identified within the Parameters Plan, which also identifies and defines

maximum floor space, building plateau heights, and building heights.

New rail lines connecting the terminal to the West Coast main line5.1.21 New rail connections and signalling will be constructed to enable trains to arrive and

depart in either direction of travel direct to/from the existing West Coast Main Line into

the new rail terminal, with passive provision for an additional 2 full-length sidings

capable of being electrified in future if required.

Page 29


Figure 25 – Aerial photo of the site looking south

Figure 24 – Aerial photo of the site looking east

Page 30


New road infrastructure and works to the existing road infrastructure

5.1.22 As described below, the WMI proposal includes a number of road infrastructure

elements, including both new roads, and improvements to existing roads.

5.1.23 There will be changes to the Strategic Road Network around the site. On the A5

between M6 Junction 12 and the A449/A5 roundabout (known as Gailey Roundabout)

there will be a new roundabout junction to provide access to the site. In addition the

existing footway on the north side of the A5 will be upgraded from the site access to

Gailey Roundabout. Similarly there will be a new roundabout on the A449 at Gravelly

Way to provide access to the site. This will replace the recently constructed traffic

signal junction. The existing footway / cycleway on the A449 between Station Drive and

Gailey roundabout will be upgraded to current standards.

5.1.24 To mitigate the impact of WMI there will be a road constructed between the A5 and

A449 site access roundabouts. This will improve the operation and resilience of the

Gailey roundabout by providing a choice of routes for trunk road traffic travelling

between the A5 and A449.

5.1.25 There will be a number of other improvements to the local highway network and these

include a ban on A449 northbound traffic turning right into Station Drive with the result

that through traffic on Station Drive will transfer to the new site road whilst local access

is facilitated by making a U turn at the new Gravelly Way roundabout. There will be a

new WMI access roundabout on Vicarage Road to the east of the canal bridge enabling

HGVs to access the site from the A5 to the west of Junction 12, although HGVs will be

prevented from using Station Drive by the existing low railway bridge. Problems with

HGVs trying to pass under the rail bridge will be reduced by improved ‘low bridge’

signing and a new turning area on Station Drive. There will also be some additional

footway and cycle facilities on Vicarage Road and Straight Mile to improve pedestrian

access.

Figure 27 – Aerial photo with the M6 and canal corridor adjacent to the site

Figure 26 – Aerial photo with the A449, Bericote development and SI Group in the background

Structural earthworks to create development plots and landscape zones

5.1.26 A significant scheme of earthworks has been designed for the development to provide level plateaus suitable for construction and to balance the cut and fill across the site. Maximum cut depths to

5.0m below existing ground levels and maximum fill of 7.5m above existing ground levels will be required. New roads and a network of open water courses are also proposed to be formed as part of

the development.

5.1.27 The earthworks design strikes a cut and fill balance, meaning that no bulk fill material is to be imported onto or removed from site. Following removal of the topsoil and organic matter from the

surface, Suitable Fill material gained from the plateauing operations is to be placed in engineered layers to provide a sufficient bearing capacity and settlement characteristics for traditional ground

bearing foundations. Clay, silts and alluvial soils recovered during earthwork operations (topsoil), which would not provide the appropriate geotechnical properties to support conventional foundations,

are to be reused to provide earth bunding located around the site. Within the Quarry areas where variable made ground was recorded, and where significant new volumes of clay and silt quarry

waste are anticipated, specialised treatment will be required which is expected to include dewatering, excavation and re-compaction of the backfill material.

5.1.28 To improve the geotechnical properties of the recovered soils it is likely that stabilisation of the material will be undertaken by blending it with lime or cement additives before replacing in engineered

layers. Bulk earthworks construction techniques will involve the use of heavy plant machinery including, but not limited to:

• CAT Dozers

• 360º Excavators

• 180º Excavators

• Articulated Dump Trucks

• Screener/Crusher

• Telescopic Handlers

• Forward Tipping Dumpers

• Self-Propelled Rollers / Ride on Rollers / Towable Rollers

• Water Bowsers

• Bunded Fuel Bowsers

• Agricultural Tractors

• Hopper/Mixer/Rotavator/Spreader (stabilisation equipment)

• Silo Tankers

Page 31Figure 28 – Example of earth moving machinery


5.1.29 The built development zones will include potentially very large buildings, and significant

earthworks are proposed to create the plateaux for these buildings and to help create the

proposed significant bunding and screening to limit the visual impact of the proposed

development from viewpoints and receptors outside the site. These bunds will effectively

surround all boundaries of the SRFI development. They will accommodate substantial

planting and will form an important part of the wider landscape strategy.

Landscape and green infrastructure5.1.30 The proposed development will incorporate strategic landscape and Green Infrastructure

(GI) proposals. These will comprise the conservation of existing woodland, tree groups and

individual trees, hedgerows and other planting and habitats. The conserved planting and

habitats will be reinforced by significant new woodland, tree and shrub planting, hedgerows

and other habitats.

5.1.31 The landscape and GI areas will extend to approximately 95 ha (approximately 32% of the

main development site area) and will include the creation and conservation of landscape

corridors throughout the development; the provision of new mixed habitats (including some

small wetland areas/ ponds as part of the sustainable drainage strategy) to satisfy

biodiversity objectives; the formation of earthwork proposals and the establishment of high

quality landscapes to the built development plots and surrounds.

5.1.32 These proposals will also include the creation and management of two new community parks

that will be inclusive and accessible. These parks will comprise predominantly natural and

semi natural landscape areas for informal recreation. They will also be designed and

managed to maximise their biodiversity interest.

5.1.33 In devising the landscape and GI proposals, extensive design analysis and close

collaboration with other environmental and technical professionals has been undertaken to

maximise the broader GI and sustainability benefits of the proposals. Further details of the

landscape areas and components are provided in the following section.

Page 32Figure 30 – Example of a meadow with ponds

Figure 29 – Example of a country path through structural landscape


Four Ashes Ltd

Design & Access Requirement06

Page 33

6.0.1 This section helps to explain, using illustrative material, the

approach to the design and access of the site. It is based on the

application of the principles established in the Parameters Plan

with assumptions on the mix of unit sizes and orientation and to

detailed landscape design. It is structured as follows:

• Landscape design and biodiversity.

• Drainage.

• Noise.

• Lighting.

• Building design and sustainability.

• Accessibility.

• Rail access.

The overarching Illustrative masterplan is shown at Figure 31

DESIGN AND ACCESS REQUIREMENTS

Page 34

Figure 31 –

Illustrative Plan

6.1 Landscape Design & Biodiversity

6.1.1 Soft Landscape - The soft landscape design proposals will encompass a variety of

planting and habitat types, from broad swathes of woodland to aquatic planting and

meadow grassland. The principal planting and habitats will be:

6.1.2 Woodland and tree belts - New woodland and tree belts will be planted throughout much

of the Site. This planting will utilise native and locally occurring species and will be

based upon good landscape and biodiversity practices. A number of different species

mixes will be used to achieve and balance differing design and environmental

objectives. In some places the focus may be on maximising biodiversity benefits and in

others on visual screening and mitigation.

6.1.3 Hedgerows - New native hedgerows including native hedgerow trees will be planted

throughout the site and will tie in with the conserved network of existing hedgerows and

provide a well connected framework of new and existing hedgerows across the Site.

6.1.4 Open Space and Grasslands - New open space and grassland habitats will also be

provided throughout the development. This will comprise predominantly meadow and

species richer grassland in those areas associated with the Community Parks and

woodlands/ tree belts; with more limited areas of general amenity grassland associated

with development entrances and plot surrounds.

6.1.5 Wetland Areas and Habitats - New wetlands and water features will be created

throughout the landscape and GI, largely to satisfy the Sustainable Drainage Strategy.

These features will however also be designed to maximise their positive contribution

towards the appearance and amenity of the landscape and to biodiversity objectives.

Aquatic and surrounding planting will utilise native species for these features.

Page 35

6.1.6 Management - All of the soft landscape areas including both new and conserved areas

and features will be the subject of a comprehensive management regime that will

ensure the successful establishment and subsequent thriving of the various planting,

habitats and other green spaces.

Figure 34 – Example of open space

Figure 33 – Example of wetlandsFigure 32 – Example of grassland with footpath



6.1.7 Hard landscape - The hard landscape proposals within the strategic landscape and GI

areas will largely relate to new paths and pedestrian access measures. Away from the

highway side pavements, new paths and likely to be constructed with a bound gravel or

chippings surface finish and will assimilate with the character of the existing canal

corridor and new Community Parks.

6.1.8 New fencing and any related pedestrian access measures associated with these areas

are likely to be of a similar ‘Country Park’ or countryside design style, using timber post

and rails. In some areas simple timber post and wire (or mesh) fencing may be used to

protect planting or control access. Similar style timber signage and interpretation/

information boards will be used where appropriate within these landscape areas.

6.1.9 Hard landscaping associated with the built development plots will utilise a combination

of surfacing specifications and materials, depending on the area and type of use. These

are likely to include a combination of block paving, macadam and concrete. Fencing

within and surrounding the built development areas is also likely to include a

combination of different types and heights.

6.1.10 Fenced surrounds to the development plots are likely to primarily utilise a weldmesh

style fence with heights typically ranging between 1.8 – 3m. These may be colour

coated (typically black or green) and provide a good quality secure boundary. Suitable

gates will be specified to match the fencing.

Page 36Figure 37 – Example of footpaths, car parking and attenuation lagoons

Figure 36 – Post and rail fencingFigure 35 – Weldmesh fencing



6.1.11 Community Parks - Two Community Park areas are proposed in the north and south of the Site.

Both parks will be publicly accessible and will be informal in character (similar to a small scale

‘Country Park’, rather than an Amenity or Recreation Ground), with provision for walkers and other

informal recreation. It is not the current intention to provide any more formal play or activity uses at

either of the identified parks.

6.1.12 In the north, the Croft Lane Community Park will be located to the west and south west of Croft

Lane. This park will extend to approximately 20.7 ha and will extend between the A5 in the north

and the canal side in the south. It will combine the conservation of existing woodland, trees,

hedgerows and grassland with new native habitats and species. Notably it will include some new

water features and wetland areas (associated with the Sustainable Drainage Strategy) in the south

of this park close to the canal side. These will add to the variety of wetland habitats on site.

6.1.13 The park will be publicly accessible and will include new pedestrian paths running through and

around the park and with links to both Croft Lane and the canal side towpath.

6.1.14 In the south, the Calf Heath Community Park will be approximately 21.4 ha and will extend around

the southern edge of the development area and straddle both sides of Straight Mile. This park will

extend from close to the properties at the northern end of Kings Road (Calf Heath) to the western

end of Straight Mile and will provide footpath links throughout the area. These will provide the

opportunity for walks to/from Calf Heath and the canal side towpath (at Long Molls Bridge).

6.1.15 This park will be similar in character to the Croft Lane Community Park and will include a mix of

existing conserved and new habitats, including woodland, meadow grassland and wetlands.

6.1.16 The local community and other relevant organisations will be invited to be involved in the detailed

design and agreement of the final proposals for the parks. There will be a commitment to the long

term management of both parks through a management company or by agreement with another

suitable organisation.Page 37

Figure 39 – Picnic in a typical community park setting

Figure 38 – Gravelled footpath/cycle routes and a typical community park carpark



6.1.17 Extensive ecological surveys have been undertaken and are on-going at the Site. A variety

of protected species / habitat surveys have been undertaken which have informed findings

including:

• Badger

• Bats

• Birds

• Great crested newts

• Hedgehog

• Hedgerow

• Invertebrates

• Polecat

• Reptiles

• Veteran Trees

• Water vole

6.1.18 Ecological surveys have helped identify ‘ecological corridors’ which cross the Site, which

have informed the Parameter Plans. Noting comments from ecological consultees

landscape areas were amended to address perceived ‘pinch points’. The decision to retain

a portion of Calf Heath Wood considered the location with greater biodiversity value.

Furthermore, the Parameters Plans take account of adjacent ecological enhancement

proposed for the Bericote Development and include retention of existing ponds where

possible.

6.1.19 An Ecological Mitigation and Management Plan (EMMP) will be prepared for both the

construction and operational phases of the Proposed Development. The plan will detail

incorporated measures intended to mitigate the impact of the Proposed Development on

habitats and species present within the Site and adjacent areas.

Page 38

6.1.20 Key to mitigation is maintaining permeability of the Site for wildlife, notably

mammals (bats, badgers etc), amphibians (Great Crested Newt) and birds. The

Green Infrastructure Parameters Plan (Doc Ref 2.7a) have been devised to

maintain ecological connectivity and establish green corridors.

6.1.21 It is desirable to create dark areas and corridors through the Site; this is

important for invertebrates and bats. This is particularly important for the canal,

woodlands, park spaces and habitat corridors created through the Site. The

Lighting Strategy has been devised to minimise light as much as is possible

providing only the minimum amount of light needed for the relevant task.

.

Figure 40 – Sensitive Lighting and Dark Corridors



6.1.22 The provision of community parks is a positive inclusion providing open space

which helps mitigate loss of arable land, notably for farmland birds. Areas of the

parks will be managed with wildlife aims e.g. wildflower meadows.

6.1.23 The Green Infrastructure Parameter Plan (Doc Ref 2.7a) retains a number of

existing linear features and hedgerows which is desirable in terms of biodiversity

6.1.24 Wherever possible hedgerows will be translocated or replaced where identified

as important and ‘borderline’ important where it is not possible to retain them as

part of the Proposed Development.

6.1.25 The Parameter Plans show the existing Calf Heath Wood retaining as much

woodland as possible. The EMMP will include management provisions for the

wood – notably removal of rhododendron and planting of understorey.

6.1.26 It is proposed to reuse deadwood from felling works across the Site to benefit a

range of species including invertebrates, reptiles and amphibians.

6.1.27 Badgers - Where loss of a main badger sett is unavoidable a replacement

artificial sett will be constructed. The Parameter Plans take into account

connectivity between setts.

6.1.28 Birds - Installation / incorporation of bird boxes e.g. swift/kestrel are proposed

where losses are anticipated for farmland birds.

Page 39

6.1.29 Bats - Bat roosts will be retained where possible. Provision of proportional

compensatory roost features suitable for target species for European Protected

Species (EPS) licensing. Proposed enhancements (additional to that required

for EPS licensing) for bats include bat boxes on selected retained mature trees.

The importance of maintaining permeability on-site for foraging and commuting

bats is recognised and hence the lighting strategy takes account of ‘dark

corridors’.

Figure 41 – General purpose bat boxes and types suitable for Hibernation



6.1.30 Otter - Where relevant, mammal tunnels are proposed under new roads parallel to /

dissecting areas of green infrastructure (actual placement/requirement to be informed by

proposed further survey effort.)

6.1.31 Invertebrates - Proposed reuse of deadwood from felling works across the Site and

creation of sandy habitats will be of benefit to invertebrates.

6.1.32 Great crested newts - Surface water attenuation features will be designed for dual

purpose, attenuation and providing biodiversity gains.

6.1.33 Ponds provision will seek to provide ‘stepping stones’ through the Site to allow movement

of great crested newts through the Site. Ponds within community park areas/woodland

will be designed specifically for biodiversity.

6.1.34 Hibernacula will be provided near surface water features – e.g. log piles reusing timber

from felled trees.

6.1.35 Use of amphibian friendly gully pots and ladders in relevant areas of the Site.

.

Page 40

Figure 44 – Provision of Habitats to Encourage Invertebrates e.g.

Wildflower Meadows and Ephemeral Ponds

Figure 42 – Gully Pot Ladder

Figure 43 – Amphibian Wildlife Kerb


6.2 Drainage

6.2.1 Surface Water - The general drainage philosophy for the overall development has been progressed in accordance with National Planning Policy Framework Technical Guidance and following the

guidelines of the CIRIA C753 SUDS manual. The aim of the design is to manage the surface water run-off from the Site and minimise the impact on the quality and quantity of water discharging

into the receiving watercourse whilst maximising the potential for amenity and biodiversity. The proposed location of the surface water attenuation swales and lagoons can be seen on the Green

Infrastructure Masterplan (Doc Ref 2.7a)

6.2.2 A new surface water drainage system has been designed to accommodate all the surface run off requirements for the site. This includes a primary network of open ditches and swales that will

safely re-route the surface water collected from the site to the existing outfall points, this system will attenuate all the surface water from the site during storm events.

6.2.3 A study of the existing hydrology and hydrogeology of the Site has identified the existing surface water catchments, and the points at which these catchments discharge water from the site have

been determined, via ditches, culverts or otherwise. The rates at which water is discharged from each of these catchments has been calculated and in designing the new system it has been

ensured that the rate at which water leaves the site is controlled and reduced.

Page 41Figure 45 – Controlling surface water runoff with attenuation

6.2.4 It is envisaged that the warehouse

roofs will be drained to conventional

buried pipe drainage networks, the

yard areas will be drained via a

mixture of linear drainage systems and

gullies which will in turn discharge into

the buried pipe systems.


6.2 Drainage

6.2.5 It is proposed that the buried pipe system for each plot will discharge freely into a network of conveyance swales which will carry the runoff to open water attenuation basins strategically placed

across the site whilst also cleansing the surface water. The access roads running throughout the site will be drained via a combination of filter drains alongside the carriageway and kerb drains

prior to discharging at shallow depths into the adjacent swales.

6.2.6 The swales, basins and lagoons have been designed to hold enough water so that the heaviest of rainfall events does not cause flooding on the site, and so that the risk of flooding downstream of

the site is reduced.

6.2.7 Opting for open basins and swales in lieu of buried pipework and tank storage provides opportunity for ecological enhancement of the scheme through the introduction of a strategic planting

scheme and encourages wildlife habitation. The open basins also offer amenity benefit, forming part of the new Community Parks.

6.2.8 Water quality has been designed by assessing the risk of pollution from the plots and roads and, wherever possible, water will be cleansed through natural processes rather than relying on buried

interceptors. The open swales and basins are designed to reduce the velocity of the surface water while the construction of the beds and specially selected plants are designed to capture and

break down suspended contaminants.

Page 42Figure 47 – Typical swale adjacent to the roadFigure 46 – Example infrastructure corridor with attenuation swales


6.2 Drainage

6.2.9 Foul Water - The foul water drainage strategy for the site involves splitting the drainage network between two discharge points located to the south-west and south-east of the site. The point to the

south-west is a Severn Trent Water manhole which currently receives a rising main which runs alongside the A449. The south-east discharge point is a Severn Trent water pumping station which

feeds a rising main to the existing sewage treatment plant located on Deepmore Lane.

6.2.10 All plots located west of the west coast mainline have been routed to the connection point to the south-west along with development zone A3 which is located directly east of the main line and

above Gravelly way. All other plots located east of gravelly way are routed to the pumping station located to the south-east. A series of pumping stations and rising mains are proposed to prevent

excessive depths on the drainage runs especially to the east of the site where the direction of flow goes against the slope of the overlying land.

6.2.11 The viability of discharging to these manholes is being assessed through a development enquiry submitted to Severn Trent Water.

Page 43Figure 49 – Typical foul pumping stationFigure 48 – Example of large underground drainage pipes


6.3 Noise

6.3.1 We are committed to delivering a development that respects the amenity of its neighbours and we are carrying out a full

assessment of the potential noise emissions from the scheme.

The emerging assessment considers the types of activity that typically occur at such sites, including:

• train movements;

• loading and unloading activities at the rail terminal using gantry cranes and reach stackers;

• heavy goods vehicle and car movements in and around the site;

• loading and unloading activities at individual units across the site; and

• processes within the proposed buildings.

.

Page 44Figure 50 – Baseline Survey Locations

6.3.2 To inform the calculation of likely noise levels from the

operational site, noise measurements have been undertaken at

a similar SRFI to obtain representative operational noise data.

6.3.3 A noise survey has been carried out at key locations around the

Proposed Development Site, and the results show that the

acoustic climate varies according to the proximity of key

transport links, namely, the M6 motorway, the A5, the A449 and

the West Coast Main Line. The ambient noise levels in areas

close to these sources are relatively high; however, away from

these sources and particularly at night, noise levels reduce

notably.


6.3 Noise

6.3.4 The results of the noise survey will be factored into the emerging assessment to inform the types of noise control included in the final development form. The types of noise control that will be

further considered include:

• hard mitigation, in the form of bunds and barriers;

• soft design, in the form of appropriate layout and orientation of buildings to maximise acoustic screening inherent in the layout of the site;

• operational management, in the form of best practice controls on the day-to-day running of the site; and

• a bespoke noise insulation scheme to protect those properties worst-affected by the proposed development.

6.3.5 A computer-based 3D model of the site has been built to assist with the calculation of noise propagating from the site. The model takes account of the topography at and around the site, the

types, location and volume of noise sources likely to be used at the site, the likely operational patterns, and the presence of structures that might reduce noise, such as buildings, bunds, and

barriers. Noise considerations have informed the emerging development parameters, particularly in terms of the locations, heights and lengths of the landscaped bunds, the locations of the

development areas, and the arrangement of the SRFI and development infrastructure.

.

Page 45Figure 51 – Noise Monitoring Equipment Figure 52 – Typical landscape sections providing sound mitigation


6.4 Lighting

6.4.1 External lighting will provide a safe and secure environment for staff and other users after dark. It is

recognised that it has the potential to intrude into night time views and may adversely affect ecological

receptors such as bats, and therefore measures will be taken to ensure the lighting is appropriate to

its context and that effects are minimised.

6.4.2 An assessment of the existing conditions in the area has revealed the extent of existing light sources

and this information has been used in the preparation of a Lighting Strategy for the SRFI that

mitigates adverse lighting effects as far as possible.

6.4.3 The Lighting Strategy is founded on the following principles:

• Lighting will be directional and downward focussed.

• Over-lighting will be avoided: illumination levels will be kept as low as is consistent with

safety requirements.

• At the outer edge of the SRFI, lighting will be carefully designed to minimise its visibility

in views towards the SRFI.

• Extra measures will be incorporated where necessary to minimise adverse effects on

green infrastructure, especially where bats and other light sensitive fauna might otherwise be affected.

6.4.4 The Lighting Strategy will ensure that all forms of light pollution will be minimised and, in many

instances, prevented altogether.

Page 46Figure 55 – Typical directional and downward lighting scheme

Figure 54 – Existing view from Shoal Hill at dusk

Figure 53 – Example lighting units for directional and downward lighting


6.5 Building Design Overview

6.5.1 The landscaping and mounding proposed form a key element of the landscape and design approach to the

development of this Site, and aim to largely screen the built development from surrounding views and limit the effects

of the development on the surrounding landscape. The approach to the landscaping within the development plots on

the site will also aim to establish a high quality environment with new buildings set within a structured landscape.

6.5.2 In addition, the SRFI buildings will be designed to high environmental and quality standards. They will be designed to

the latest environmental and energy efficiency performance and an exemplar approach is being proposed based on

low energy design principles. The SRFI buildings will be designed to achieve a Very Good rating under the ‘Building

Research Establishment Environmental Assessment Method’ (BREEAM) criteria, incorporating measures to reduce

energy demand and carbon dioxide emissions.

6.5.3 The design philosophy is to provide high quality innovative designs which accommodate the flexibility to meet

occupiers requirements, establish a visible balance between variety and unity throughout the development whilst

maintaining a coherent and logical philosophy that will unify the overall site massing. The positioning of buildings will

have regard to the creation of view corridors through the site to ensure visual permeability and explore the use of

materials of different textures and colours to enhance the architectural composition of each individual building.

6.5.4 The overall scale of the development and the provision of perimeter landscaped zones will allow high bay warehouses

of 26m clear internal dimensions (to underside of haunch), to be located towards the centre of the development. The

illustrative master plan identifies a zone of smaller scale development plots adjacent to boundaries which are closer to

residential areas and the canal corridor, which would generally provide sites for units with smaller footprint areas and

standard lower clear internal heights below 24m, but does not preclude the development of high bay warehouses.

6.5.5 The large industrial and warehouse units will typically be constructed from either prefabricated composite insulated

metal panels or sheets of profi led steel or aluminium, cladding at higher levels will require less protection and can be

constructed of less durable and lighter coloured metal cladding materials.

Figure 56 – Illustrative Plot LayoutsPage 47


6.6 Building Design Roof and Elevations

6.6.1 The elevational treatment will be designed to minimise the visual impact of the buildings toward sensitive views, while allowing for interest and activity at the entrances to the development. A

range of external materials and colour palettes are available to enhance building elevations and to soften the appearance and break up the visual proportions of larger building elevations. The

elevations will respond to the relevant background that can be seen, so this will mean in some instances when viewing from low levels such as the canal footpath the buildings will be against a

lighter blue/grey sky so the elevations in these locations will be from the lighter palette of colours. When the scheme is viewed from a distance at a higher point such as Shoal Hill then the

backdrop to the buildings will be the dark green landscape, and therefore the building elevations can respond to this with colours from a darker palette. Examples of how the elevations can

react to their location can be found in figure 45.

6.6.2 Roof planes set at low pitches will generally have roof lights at approximately 15% coverage to provide natural light to the warehouse. Roof mounted plant will be screened behind roof parapet

walls so that it will not be visible from the ground. The Site will be split into three zones, each zone having a different roof colour, this will break up the mass of grey roofs capes which may be

viewed from higher ground such as Shoal Hill.

6.6.3 Office components will normally be expected to be equivalent

to 5 - 15% of the overall building area and may be up to four

storeys in height, and also designed to maximise the use of

natural ventilation and light by limiting depth, but will

ultimately be a response to operating requirements of the

building occupier.

6.6.4 Dock levellers (doors which allow HGV’s to unload into the

warehouse) may be provided in each unit generally at a ratio

of 1 per 929m2 with level access loading doors at 1 per

4,645m2. Dock levellers will be provided, as required, with

flexible shelters to minimise the ingress of air and water into

the building. Dock Shelters are generally black in colour.

Insulated sectional overhead doors will include safety

windows and will be coloured to suit the overall elevation

treatment. The low level position of these features on the

elevation will allow the perimeter landscaping to provide

effective screening. Figure 57 – Illustrative ElevationsPage 48


6.6 Building Design Roof and Elevations

6.6.6 Further consideration of the design treatment for the building elevations and roof treatments will be undertaken and the subsequent detailed design and reserved matters stage.

6.6.7 Particular attention will be paid to the design and colour treatments and to measures to mitigate and minimise as far as practicable the visual effects of the buildings from surrounding

viewpoints.

6.6.8 Relevant best design practice will be drawn upon, including the use of guidelines such as ‘Guidance on the selection and use of colour in development’ (Author Malvern Hills AONB

Partnership – 2015/16). Although this particular guidance refers to a different landscape it includes helpful design principles in terms of the approach to the use of colour in development.

Figure 59 – Example of glazed warehouse officesPage 49

Figure 58 – Example of dock levellers and warehouse offices


6.7 Building Design External Areas

6.7.1 HGV and car parking standards for the development are based upon industry standards

and the avoidance of parking on the internal estate roads.

6.7.2 Security gatehouses will be designed to accommodate incoming queuing goods vehicles

whilst maintaining a free flow of cars and cycles to designated parking areas.

6.7.3 Tenants will be responsible for on site security of the development plots. Fencing to the

perimeter of each site will be designed to be unobtrusive within the perimeter of the

landscaped zone, with the minimal amount of impact on landscaping. This fencing will

generally be plastic coated galvanised steel rectilinear mesh with metal posts.

6.7.4 External finishes will be a selection of concrete, tarmacadam or block paviors / paving

slabs with road marking and parking demarcated in white / yellow thermoplastic paint.

6.7.5 Building signage will generally be limited to strategic elevations where it will inform

vehicles and pedestrians on the internal road network of the identity of the building

tenants. Advertising Consents will be applied for to the Local Planning Authority where

required. Key signage will generally not be permitted above eaves and will be in scale with

the elevations of the building and reflective of the tenants corporate image. No display

signage unrelated to the corporate name will be allowed on the building elevations, or

within the development site.

6.7.6 No parking will be permitted on the infrastructure roads, therefore early HGV arrival bays

will be provided on each plot to allow the safe parking of any HGV,s prior to entry onto the

plots, this will therefore remove the need for HGV parking on the existing road network,.

rail/park shunting services for the delivery of containers to and from the rail terminal

operations will also be provided.

Page 50

Figure 60 – Example of external hard finishes


6.8 Sustainability

6.8.1 Warehouse offices will be designed to maximise the use of natural ventilation

and light by limiting the buildings depth.

6.8.2 Low energy ventilation systems are characterised by maximising the use of

natural ventilation within the offices, and the overall building design should

aspire to the BREEAM Industrial standard of Very Good.

6.8.3 The buildings will exceed the standards identified in the building regulations for

air tightness.

6.8.4 Lighting energy will be minimised with the use of additional roof lights,

movement activated sensors to turn lights on and off, appropriate lighting

intensity in different areas and the use of a LED lighting system.

6.8.5 The intention is that through the detailed design of the building insulation

standards, including UV value targets will exceed current Building Regulation

requirements.

6.8.6 A Building Management System may be provided to minimise the carbon

footprint of the building throughout its operational life.

6.8.7 The following features in figure 11 may be incorporated in the building:-

Figure 61 – List of typical eco initiatives

Page 51


6.9 Rail Design and Accessibility

6.9.1 The layout of the intermodal terminal and associated main line connections has evolved during the course of the design stage, the aim being to reflect on stakeholder consultation to date and

the emerging wider network of port and inland terminals. Drawing on developments at Felixstowe (new north terminal), iPort (Doncaster) and DIRFT III, the intermodal terminal features full-

length sidings capable of processing trains up to the full 775m industry standard, reducing the need to split and shunt trains in half-length portions (as at DIRFT1, Hams Hall and Birch Coppice),

which can be more time-consuming.

6.9.2 Trains can therefore arrive and depart in either direction of travel direct to/from the West Coast Main Line, with passive provision for 2 of the 6 full-length sidings to be capable of being

electrified in future if required. Once in the handling sidings, container handling operations would be undertaken either by reach stackers in the first phase (working off the 2 nearest sidings to

the apron) and/or overhead rail-mounted gantry cranes in future phases. Additional sidings are provided to the north of the intermodal terminal, providing additional stabling space, a headshunt

capability for shunting trains to and from the intermodal terminal, and access for conventional wagons into the adjacent warehousing.

Page 52Figure 63 – Example of reach stakerFigure 62 – Example of a overhead rail-mounted gantry crane


6.9 Rail Accessibility

6.9.3 HGVs arriving at the intermodal terminal would park ahead of the gatehouse as required, the parking area provided with driver amenity facilities and provision for overhead inspection gantries to

allow drivers to check and secure containers prior to departure by rail. HGVs would then draw up to the gatehouse, any HGVs with missing or incorrect documentation or having arrived at the

site by mistake can be turned back to the highway via an escape lane ahead of a second gateline protecting access to the intermodal terminal. Beyond this point the terminal forms a securely-

fenced Restricted Zone under DfT Channel Tunnel security requirements, where only authorised vehicles and people can be admitted. HGVs would then pass south alongside the handling

sidings, allowing close proximity to effect fast transfer or containers directly between trains and HGVs. The HGVs would then turn at the southern end of the terminal and travel north, exiting the

Restricted Zone back to the highway network.

6.9.4 As installed, the rail-mounted gantry cranes would span the 4 handling sidings and the entire width of the intermodal terminal, allowing containers to be moved between trains, intermediate

storage areas and HGVs as required. The container storage area would be capable of stacking containers up to 4 high, the stacks stepped down in height alongside the main HGV transfer area

for safety reasons.

Page 53Figure 65 – Example of rail mounted gantry craneFigure 64 – Example of rail terminal gatehouse


6.10 Road Accessibility including Bridges

6.10.1 There are a number of highway works proposed to serve the scheme and provide

improvements for existing road users. These aspects of the strategy will ensure that

appropriate access is provided for WMI traffic, ensure that the Proposed Development

does not have an adverse impact upon the existing transport network and also

provide improvements for some existing road users.

Access to Site

6.10.2 In order to facilitate highway access to WMI, it is proposed to construct the following

three new roundabout junctions;

• A5 Access (north of Site) – Construction of a new three arm roundabout from

the A5;

• A449 Access (west of Site) – Construction of a new four arm roundabout from

the A449 into Gravelly Way at Crateford Lane. This will replace the newly

constructed traffic signal junction; and

• Vicarage Road Access (south of Site) - Construction of a new four arm

roundabout from Vicarage Road.

A5 Access

6.10.3 Given the proximity to M6 junction 12, the northern access on the A5 is the key

access to the development for vehicular traffic. The junction configuration will consist

of a three arm roundabout with a diameter of approximately 60 metres.

6.10.4 The existing access on the A5 which serves the minerals workings will be closed

whilst access to Avenue Cottages will be retained. The existing priority junction of A5

/ Harrisons Lane will be converted to a left in / left out only arrangement. This will be

physically enforced through the implementation of a right turn median.

Page 54

6.10.5 The introduction of the A5 roundabout would require the closure of the existing A5

laybys. However, it is proposed to relocate these laybys so that they are adjacent to the

A449.

6.10.6 Pedestrians and cyclists are accommodated with at grade uncontrolled crossings on all

arms of the junction.

A449 Access

6.10.7 A second access to serve the site is proposed from the A449 via a modified junction with

Gravelly Way and Crateford Lane.

6.10.8 The junction has recently been the subject of highway works due to the current

consented development along Gravelly Way and involved the replacement of a priority

crossroads with a traffic signal junction. It is proposed to replace this junction with

a four arm roundabout in order to serve the additional traffic generated by both the

current approved scheme and the proposed SRFI.

6.10.9 To the west of the new roundabout, it is proposed to convert Crateford Lane to one way

in an eastbound direction in order to reduce and remove the potential for both WMI and

other traffic to use it as a rat run.

6.10.10 Given that the A449 access would see the conversion of an existing junction, the access

strategy would not see an increase in junctions with this section of the SRN.


6.10.11 Pedestrians and cyclists are accommodated with at grade uncontrolled crossings

across the southern, western and eastern arms of the junction.

6.10.12 To the south of the proposed roundabout there will be improved bus stops. There will

then be improved footway connections and crossing facilities into the site. These bus

stops would provide shelters and waiting facilities.

Vicarage Road Access

6.10.13 A third vehicular access is proposed from Vicarage Road to the south east of the

development. This access junction would serve the southern part of the development

and development land south of Vicarage Road. This junction would take the form of a

four arm roundabout and would facilitate access to land either side of Vicarage

Road. Pedestrians and cyclists are provided for by uncontrolled at grade crossings

on all arms of the junction.

Adopted Route through the Site

6.10.14 The proposed development would provide a link road connecting the A5 and

A449. This will be a 30 mph adopted public highway to be maintained by

Staffordshire County Council. It will be available for use by public traffic at all times

and would be a signed route between M6 Junction 12 and the A449.

6.10.15 This route will be a 7.3 metre carriageway together with a 3 metre shared use cycle

footway provided adjacent to the east and north bound carriageway. The width of the

route will widen in order to facilitate right turn lanes to serve development plots.

Pedestrian crossing islands will be provided in the vicinity of the access junctions to

the development plots and a 24 hour clearway will be provided along the route in

order to prevent parking on the carriageway.

Page 55

6.10.16 New bridges will be provided in order to cross both the West Coast Mainline and the

Staffordshire and Worcestershire canal. The provision of the new rail bridge will enable

the closure and removal of the existing Gravelly Way railway bridge. All existing land

along Gravelly Way that is adopted and which is not required to accommodate highway

infrastructure will be stopped up. The existing Gravelly Way canal bridge will be

retained to provide access to the existing uses.

6.10.17 This route will be both an access to WMI and a major element of highway infrastructure

that will provide the opportunity for some existing traffic to bypass the Gailey

Roundabout, thereby giving motorists a choice of routes at busy times.

Non Adopted Route through the Site

6.10.18 In addition to the adopted route through the site, a further traffic route will be provided to

the south east towards Vicarage Road. The two routes will connect via a new three arm

roundabout located within the site approximately 500 metres to the south of the A5.

6.10.19 Whilst this route will not be offered for adoption by Staffordshire County Council, it will

be provided to adoptable standards. This road will be controlled by WMI and provide

access solely for the occupants as there is no reason for other traffic to use the road.

6.10.20 This road will be a 7.3 metre carriageway with right turning lanes for access to the

development plots. 3 metre cycleway/footways will be provided adjacent to both sides

of the carriageway, with at grade crossing facilities by way of pedestrian refuge islands.

Station Drive

6.10.21 A right turn ban into Station Drive is proposed for northbound traffic on the A449 along

with an HGV turning area on the west side of the railway bridge on Station Drive.


6.10.22 Currently the junction of Station Drive and the A449 is subject to peak

period queuing. Station Drive and Station Road also have a number of

properties with direct frontage and there is a low railway bridge which

can give rise to problems of over height vehicles. In addition, the

Station Drive / Vicarage Road corridor is known to experience rat

running traffic travelling towards the A5 in order to avoid Gailey

Roundabout.

6.10.23 The implementation of the right turn ban will prevent rat running traffic

from the south being able to reach the A5 by using Station Drive and

Vicarage Road. Vehicles requiring direct access to existing properties

along Station Drive or the Four Ashes Trading estate will be able to

undertake a U turn further north at the proposed A449

roundabout. Traffic wishing to access the A5 will have the opportunity

to avoid Gailey Roundabout by the introduction of the proposed

adopted route through the site.

6.10.24 Banning this right turn will reduce the level of existing traffic using

Station Drive, it will also ensure that WMI traffic from the south will not

be able to access the development from this route and instead will

need to use the A449 junction.

6.10.25 In addition to the right turn ban the provision of a turning area on the

west side of the railway bridge on Station Drive will mean that any

HGVs which do inadvertently turn into Station Drive can turn around

without striking the bridge or causing traffic disruption trying to turn or

reverse back out of Station Drive.

Page 56

Figure 66 – Drawing showing proposed road improvements


6.11 Walking and Cycling Accessibility

6.11.1 To improve the main pedestrian and cycle route connections to WMI a number of measures and

improvements are proposed.

6.11.2 The existing shared use cycleway/footway to the east of A449 between Gailey Roundabout and the

junction with Station Drive to the south will be upgraded to a 3m wide shared cycleway/footway.

6.11.3 There will be pedestrian crossing facilities at the proposed A449 site access roundabout and an

upgraded footway on the west side of the A449 to facilitate access to bus facilities on the A449.

6.11.4 The existing footway adjacent to the north of the A5 will be improved with new signs and widened to a

3m wide shared cycleway/footway where possible within the highway boundary. This will be

introduced along the A5 between Gailey Roundabout and the proposed site access from the north.

6.11.5 The towpath on the Staffordshire and Worcestershire Canal within the site (from the bridge over

Vicarage Road to the south of Gailey Marina in the north) will be upgraded in consultation with the

Canals and River Trust. This could include widening and suitable resurfacing.

6.11.6 There will be a 3m cycleway / footway along the section of Vicarage Road between the existing bridge

over the Canal and the proposed site access. Pedestrian crossing facilities will be provided at the new

four arm site access roundabout junction with Vicarage Road.

6.11.7 In addition to the external facilities all the roads within the site will have 3m shared use cycle/footways

which will provide further opportunities for movement by these modes. These routes will be

supplemented by a network of Permissive Paths, which will provide access to the areas of open

space that the proposed development will provide. The permissive paths will, where possible, link to

the Canal Towpath as well as the specific car parking areas that are proposed, and will provide

replacement facilities for Footpath 29 that will be closed to accommodate the development.

Page 57

6.11.8 From the south, at grade pedestrian crossing facilities are proposed in order

to allow crossing of Straight Mile towards the permissive paths. It is also

proposed to provide new footways at the junctions of Straight Mile / Kings

Road / Woodlands Lane together with crossing facilities.

6.11.9 The provision of this network of pedestrian facilities will ensure access to the

areas of public open space will be possible for those existing residents who

may wish to visit these areas.

Figure 67 – Plan showing access locations


6.12 Travel Planning and Public Transport

6.12.1 Individual Travel Plans will be implemented before occupation of each developed

warehouse. These will need to follow the guidelines set out in the site wide Framework

Travel Plan and will take advantage of new public transport measures.

Travel Planning

6.12.2 In line with national and local policies the Travel Plans will seek to; minimise the overall

proportion of single-occupancy car trips associated with commuting to and from the Site,

reduce the overall need to travel to and from the Proposed Development by private car,

facilitate and encourage the use of healthy, low carbon and sustainable transport

options amongst employees and visitors to the Site, and ensure that the differing

transport needs of all site users are taken into account as far as practicable.

6.12.3 The Travel Plans will be implemented and operated in partnership with the local

planning and highway authorities, and other key stakeholders locally, to achieve both

site-specific and area-wide reductions in single-occupancy car-based commuting.

6.12.4 The four main strands of the Travel Plan measures are; improving sustainable transport

services and facilities, promotion and marketing, promoting more efficient car use and

introducing smart working practices.

6.12.5 The Travel Plans for WMI will operate under a specific brand identity which will be

promoted to employees and a single online website portal will bring together transport

information for the site, to promote sustainable transport and enable employees to make

an informed choice on their mode of travel to WMI. This will be supported by

Personalised Travel Planning sessions which will be delivered to businesses at WMI.

6.12.6 To promote more efficient use of car journeys, a car sharing portal will be created and

promoted to employees, supported by a ‘guaranteed ride home scheme’.

Page 58

6.12.7 Smarter working practices, including flexible and/or staggered working hours and

remote/home working will be promoted and discussed with employers at WMI to reduce

car borne trips.

6.12.8 In order to implement the Travel Plans, the Framework Travel Plan sets out the

requirement for a site wide Travel Plan Coordinator (TPC) to manage and coordinate all

the occupier Plans, and the formation of a Steering Group to oversee the travel planning

for the site.

Public Transport

6.12.9 It is proposed to improve the existing public bus services to the site, this could include

an additional two new buses and an enhanced service frequency between

Wolverhampton City Centre and WMI. These improvements would enhance the existing

Service 54 to provide a half hourly service between WMI and Wolverhampton. These

buses could serve the improved bus stops on the A449 and those located in the vicinity

of The Gailey Roundabout.

6.12.10 To incorporate access to WMI the existing bus route could divert into the site via the

proposed roundabout junction with the A449 and through the site before emerging at the

A5. It is considered that the two new buses supporting an improved frequency will not

operate any further north than WMI and will terminate within WMI before returning to

Wolverhampton.

6.12.11 Should demand or aspirations of the operator or other Stakeholders be to improve the

service frequency between WMI, Penkridge, Stafford or any other destination, the

proposals do not preclude this from being implemented in the future.


6.12.12 In addition to the possible enhanced existing Service 54, it is proposed that three shuttle bus services could be provided between the site and significant clusters of employees. Based on current

demographics these are likely to be Cannock Chase, Walsall and the wider Wolverhampton urban area, however in practice the clusters will be informed by the personalised planning to be undertaken

with the Travel Plan which may identify other areas of South Staffordshire.

6.12.13 Shuttle bus arrivals and departures will be timed to coincide with shift patterns and office hours. Bus stops would be provided on site in the vicinity of the internal roundabout as well as on the eastern

internal road. Provision would be made for bus shelters and waiting facilities.

Page 59Figure 68 - Attributes of WMI Location Figure 70 – Local bus network

Figure 69 – Example bus shelter


www.westmidlandsinterchange.co.uk

Documents

Draft Design and Access Statement - West Midlands Interchange · 2020-04-28 · CONTENTS 01 Introduction pg 05 4.1 Site Identification 4.2 Scheme Development 02 Site Analysis pg 09