1. My name is Keith Brownlie and I am a Director of Wilkinson
Eyre Architects. I am a Registered Architect and a member of the
Royal Institute of British Architects. Wilkinson Eyre
Architects were appointed by Morley Fund Management in December
2000 as designers and lead consultants for the Transport
lnterchange at Bath Southgate. This Proof of Evidence explains the
process of site selection, design development and architectural
treatment of the Transport Interchange.
2. The lnterchange project comprises the replacement of the
existing and substandard Existing Bus Station and regeneration of
Bath Spa Railway Station, with the objective of facilitating
multi-modal transport in a single 'Interchange' environment that is
compatible with the Council's regeneration objectives and befitting
an important site within the unique built environment of Bath.
3. Prior to Wilkinson Eyre's involvement in the project a number
of proposals for the lnterchange had been developed by Chapman
Taylor LLP as part of the wider masterplan. Wilkinson Eyre
Architects' initial brief was to review the fundamental assumptions
of the Transport lnterchange concept and the location of the
replacement bus station. In doing so it was necessary to address
conflicts that had arisen in previous proposals and in particular
the issue of the 'blight' of the preferred site by the existence of
a listed ramp and vaults structure between it and the railway
station.
4. Alternative sites were tested against a series of key
criteria to establish the potential of each to fulfil the
objectives of the project. Comparative analysis concluded that only
the former electricity generating site to the south of Dorchester
Street and to the west of the station goods shed site could
reasonably and feasibly fulfil the complex requirements of a new
Transport lnterchange for Bath.
5. In order to utilise the former electricity generating site
for the Proposed Bus Station, the complete demolition of all
primary structures including Churchill House is necessary
6. In order to provide adequate physical and visual connectivity
between the proposed bus station and the existing railway station,
the removal of the grade 2' star listed goods shed ramp is a
functional necessity.
7. In order to provide a car-free environment between the
Railway Station and the Proposed Bus Station it is necessary to
remove vehicular movement around the Railway Station and reorganise
the pedestrian and vehicular circulation patterns accordingly.
8. The basic concept of the Transport Interchange is to locate
the Railway Station and the Proposed Bus Station to either side of
a new public plaza that is designed to provide clarity and
convenience for Transport lnterchange users, and a suitably civic
arrival point to the City.
9. The station plaza replaces the earth ramp, so revealing the
hidden heritage resource of the goods shed vaults which will be
refurbished for retail uses and interchange passenger facilities.
The plaza will be lined by live frontage on three sides and open on
the north to Dorchester Street. The design provides a high quality
public realm environment at a major gateway to Bath, and
facilitates connectivity between transport modes and between the
lnterchange and the new Southgate Development.
10. The Proposed Bus Station comprises passenger and operational
facilities, 16 bus and coach stands and a further 8 spaces for
vehicle layover. The Proposed Bus Station building is the most
visible new element of the scheme, designed in a contemporary
manner creating a counterpoint to the historically styled proposals
to the north of Dorchester Street. The building is laid out along
the south side of Dorchester Street and St James Parade with a
rotunda at its western end replicating the key townscape qualities
of Churchill House.
11. The functioning and layout of the Railway Station was
comprehensively reviewed as part of the design process and the
setting of the grade 2" listed building improved by the demolition
of poor quality additions and the rationalisation of its
surroundings. The proposals address existing deficiencies by
allowing for the relocation of existing uses and changing the
permeability and navigation of the station environs by passengers
and pedestrians. A new station entrance is proposed to the
northwest and the option of reopening the southern entrance
facilitated. Pedestrian routes to the east and west of the station
building have been retained and improved.
12. Through consolidation of the transportation uses on a
continuous and contained site, the design provides a legible focus
for movement into and around the City and a defined southern edge
to the commercial centre. The land vacated in the proposal by the
Existing Bus Station is made available for uses that are of a more
appropriate urban density and an architectural language that is
consistent with the historical character of the City.
