1. PERSONAL INTRODUCTION
1.1 I am an equity holding Director of Wilkinson Eyre Architects
Limited and have worked at the practice for 14 years. I was
educated at the Brighton Polytechnic School of Architecture [BA
Hons] and the Mackintosh School of Architecture at the University
of Glasgow and Glasgow School of Art [Dip Arch]. I am a Registered
Architect and a member of the Royal Institute of British
Architects.
1.2 Wilkinson Eyre Architects was formed in 1983 as Chris
Wilkinson Architects and incorporated as Wilkinson Eyre Architects
in 1999. The practice employs approximately 80 staff in London. It
has completed a wide range of projects nationally and
internationally including a considerable number of infrastructure
and transportation projects and works within historic and sensitive
environments. The practice has an excellent reputation for design
and has won the Stirling Prize for Architecture twice. in 2001 and
2002 for the Magna Project in Rotherham and the Gateshead
Millennium Bridge in Tyneside respectively.
1.3 I have been involved in a number of transport related
proposals associated with retail/mixed use developments in UK city
centres: including designs for the Bristol Broadmead, Exeter
Princesshay, Hull Ferensway, and Liverpool Paradise Street
Developments
1.4 My role within the Scheme began at the end of 2000, when
Wilkinson Eyre Architects were instructed by Morley Fund Management
to undertake the Transport lnterchange design.
1.5 In my evidence I have adopted the abbreviations and
definitions set out in the Glossary of Key Terms submitted as CD
10.9.
2. WlLKlNSON EYRE ARCHITECTS' ROLE
2.1 Chapman Taylor LLP are rnasterplanners and Architects for
the mixed-use retail and residential element of the proposal
located to the north of Dorchester Street. Chapman Taylor's
role is described in the evidence of Mr Carran.
2.2 Wilkinson Eyre Architects are designers and lead consultants
for the Transport lnterchange at Bath Southgate, located to the
South of Dorchester Street. The proposal incorporates a replacement
of the Existing Bath Bus Station, the realignment of Dorchester
Street, new on-street bus stops. material alterations to and
improvements to the setting of the Railway Station, public realm
improvements and associated facilities.
2.3 Wilkinson Eyre Architects were appointed in December 2000
subsequent to the interview of architectural practices with direct
relevant experience in the design of transport interchange
projects. The planning history of the project, much of which
predates Wilkinson Eyre Architects' involvement: is summarised in
the evidence of Mr Guy. The design of the Transport lnterchange had
been considered problematic In prior submissions. It was felt that
the planning history and complex constraints surrounding this
element of the project required a fresh approach by an independent
practice focused upon the Transport Interchange. In the June 2000
proposal by Chaprnan Taylor the strategic intent had been
established for the Proposed Bus Station to be developed in a
contemporary design language and it was considered appropriate that
the task of providing a modern transport facility in a modern idiom
would be progressed by a practice with suitable credentials.
2.4 Dorchester Street is the boundary between the proposals of
Wilkinson Eyre, to the south, and Chapman Taylor: to the north. The
proposals are configured to provide safe and legible movement
across the site and the two practices have worked, with the other
members of the consultant team who are common to both elements of
the project: together on the configuration of Dorchester Street and
its influence on their respective sites. An important element in
providing cohesion across the Scheme is the landscape design which
has been developed site wide by Livingston Eyre Associates with a
commonality of architectural language in the public realm.
2.5 In addition to a collaborative process with Chapman Taylor
and the consultant team Wilkinson Eyre developed the design with
regard to the advice and commentary of Sir William Whitfield, the
Council's consultant architectural and townscape advisor for the
Scheme. His influence through the design and consents process
informed both the townscape qualities. form and detail of the
proposals.
2.6 This Proof of Evidence explains the process of site
selection, design and architectural treatment of the Transport
lnterchange developed to provide a facility compatible with the
Council's regeneration objectives and befitting an important site
within the unique built environment of Bath.
3. DEVELOPMENT OF THE TRANSPORT INTERCHANGE
BRIEF
3.1 The central aim of the Transport Interchange is the
replacement of the substandard Existing Bus Station with the
objective of facilitating multi-modal transport within a single
high quality environment. It aims to realise the Government's
vision for the future of public transport set out in a range of
documents including the White Papers: Urban Policy And A New Deal
for Transport: Better For Everyone, the consultation paper on bus
services: From Workhorse to Thoroughbred: A Better Role for Bus
Travel. and PPG 13, Transport.
3.2 'A New Deal for Transport: Better For Everyone' is a United
Kingdom White Paper that sets out a new approach to transport
policy and embodies modern thinking on integrating transport with
other aspects of Government policy. It states that the way forward
is through an integrated transport policy including 'integration
within and between different types of transport so that each
contributes its full potential and people can move easily between
them'.
3.3 'From Workhorse to Thoroughbred: A Better Role for Bus
Travel' outlines policies that provide the framework for
integrating buses with other transport: rail, metro, coaches and
airports. They place a new emphasis on quality transport to meet
the needs of travellers and the environment. They "demonstrate the
Government's commitment to improve mobility and enhance the quality
of life for all."
3.4 'PPG 13: Transport' provides guidance with the objective of
integrating planning and transport at the national, regional,
strategic and local level to promote sustainable transport choices,
promote accessibility to jobs, shopping, leisure facilities and
services by public transport, and reduce the need to travel,
especially by car. It advises local authorities how to deliver its
objectives when preparing development plans and considering
planning applications.
3.5 Prior to Wilkinson Eyre Architect's appointment to the
project the proposals had developed to a stage that envisaged the
replacement of the Bath bus station to the former electricity
generating site on Dorchester Street between the Railway Station
and St James Parade. See Paragraph 4.7 for a description of the
site. The foregoing proposals served to highlight issues of concern
to the Council and third parties including the competing
requirements of providing unencumbered connectivity between the
Railway Station and the Proposed Bus Station, and the preservation
of the listed goods shed ramp and vaults situated between the two
facilities. This may be summarised as being the opposing stances of
the Council promoting connectivity and thus removal or alteration
of listed fabric on the one hand. and of English Heritage for its
retention and preservation on the other.
3.6 A series of objectives encompassing the views of a wide
range of parties including the Council and English Heritage were
identified by Wilkinson Eyre as guidance to the design process. A
list encompassing principal objectives: site planning,
transportation, pedestrian, heritage and architectural issues
is included in section 1.2 of the Core Document 11.2 Bath Spa
Transport Interchange and Environs Application for Listed Building
Consent and Related Applications for Planning Permission and
Conservation Area Consent- Supporting Statement Relating to
Proposed Alterations to Listed Structures June 2007 [Wilkinson Eyre
Architects]. It should be noted that this document sets out site
analysis and corresponding design principles but does not represent
the approved scheme. The document was not subsequently updated but
remains valid in generic content.
3.7 Wilkinson Eyre Architects' initial instruction was to review
the fundamental assumptions of the interchange concept and the
location of the Proposed Bus Station. This broad ranging remit
allowed Wilkinson Eyre Architects to consider the project from
first principles and assess the adequacy. desirability and
viability of alternative locations the number of which, within the
constraints of a sensitive existing urban setting is clearly
limited.
3.8 Alternative sites were tested against a series of key
criteria to establish the potential of each to fulfil the
objectives of the project. (See section 2.1 of the Core Document
11.2). These criteria were as follows:
3.8.1 Proximity to Railway
The proposal should not significantly worsen and should
generally improve on pedestrian travel distance between The Railway
Station and the Existing Bus Station. Visual as well as physical
connectivity is required for clarity of interchange
3.8.2 Severance between Transport Modes
Convenient at-grade pedestrian flow between the Railway Station
and the Proposed Bus Station is essential to facilitate seamless
connection. In addition, good visual connectivity is required. It
is desirable that the interchange has a singular or cohesive
identity to visually promote "seamless journeys".
3.8.3 Urban Density
A bus station of the required capacity requires a substantial
area of open ground to accommodate bus movements. This represents a
potentially major breakdown of urban density and could result in an
inappropriate 'rift' in the grain of the City.
3.8.4 Land use
Consideration must be given to the suitability of land-use. The
Railway Station and its immediate locale covers an extensive area
of established transportation use including multi-modal
interchange. The area to the north is well established as a
commercial city centre. The area to the west of the Railway Station
has historically accommodated industrial uses. Changes to historic
street patterns would potentially be necessary.
3.8.5 Effect on bus circulation
The Proposed Bus Station must act as a gyratory to buses not
stopping in the station and provide the required number of
on-street bus stops for buses that have turned around within the
bus station. This latter point is critical is determining the
viability of alternative sites because the Dorchester Street area
marks the last and first pick up points of many City bus routes and
is thus pivotal to bus movement in Bath.
3.8.6 Gateway Potential
A key objective is the need to produce a suitable gateway into
the City of Bath. A key component of this is the creation of
suitable public pedestrian space and the effective control of
passenger movements between the Interchange and the City.
3.8.7 PPG 15 Requirements
The Scheme's effect on listed buildings and the historic
environment must be justifiable against the requirements of PPG 15
aimed at the preservation and enhancement of the historic built
environment. Of particular relevance are the setting of the Railway
Station and impact on the former goods shed site described in
paragraph 4.6.
3.9 Consideration of the above criteria, particularly the first
two, severely limited the potential area within which a new bus
station might suitably be located. Comparative analysis of the
alternative sites concluded that only the former electricity
generating site described in paragraph 4.7 could reasonably and
feasibly fulfil the complex requirements of a new transport
interchange for Bath.
4. THE TRANSPORT INTERCHANGE SITE
4.1 The Transport Interchange site includes the Railway Station,
described in paragraph 4.6 its northern and southern forecourts,
the down-platform car park, the former goods shed site described in
paragraph 4.6. and the former electricity generating site,
described In paragraph 4.7
4.2 A number of neighbouring places. streets, buildings and
structures have a direct bearing on the site and its development as
described below:
4.3 Manvers Street
Manvers Street is historically the primary route into Bath for
railway passengers. Its orientation influences the front facade of
the Railway Station which is skewed in relation to the railway so
as to be perpendicular to Manvers Street. The Argyll Building and
the Royal Hotel flank the southern end of Manvers street facing the
Railway Station and combine with the station itself to form a
triptych at the Manvers street/Dorchester Street Junction. The
Argyll building is important in dictating the 'building-line' of
the west side of Manvers Street and the north side of Dorchester
Street.
4.4 Dorchester Street
Dorchester Street is composed of buildings and structures of
disparate age, scale, style and quality. It lacks cohesion and
marks the end of the urban grain of the city to the north, giving
way to pragmatic planning driven by historic patterns of use. A
poor quality public realm provides an unattractive entry point to
Bath for visitors arriving via the Railway Station.
4.5 Bath Spa Station
Bath Spa Station [formerly Bath Station] opened in 1841. The
Great West Railway and the Railway Station itself were constructed
to the designs of lsambard Kingdom Brunel who avoided cutting
through the Georgian city by taking a line that curved around the
south of the centre. Being located so close to the river, the land
is substantially lower than that of the town and its approach and
the Railway Station itself is elevated on a long viaduct.
4.5.1 The original Railway Station frontage survives. The
building was substantially altered in the 1890s and in the
twentieth century, most visibly by demolitions and extensions in
cl897. This included the removal of the goods shed described below,
and the addition of accommodation at the northwest and southwest
corners of the 1841 station, as well as a modest extension on the
southeast corner to accommodate a parcels lift In the twentieth
century single storey extensions were built to the southeast [Avon
Valley Cycles] and northwest [Lemon Tree Cafe] of the 1841
building. The entire station development is Grade 2' listed. The
goods shed site, described in paragraph 4.6, is listed by virtue of
its inclusion within the curtilage of the station. The primary
Brunel parts of the station [l8411 are of a high significance, the
late 19th century additions are generally of moderate significance
and the 20th century structures are considered to be of low
significance.
4.5.2 As the station was slightly detached from the main city
centre the area immediately to the west and north of the station
was also laid out with Manvers Street and Dorchester Street
extending west and north from the station forecourt. The streets
were intended to be grand avenues linking to the city centre but
economic decline resulted in the area being developed in an ad hoc
manner with little harmony.
4.5.3 In the current situation the Railway Station accommodates
vehicular movement on all sides, and suffers from parking and
traffic congestion at its northern forecourt as Mr Hunter Yates'
evidence explains. Its pedestrian entrance is in close proximity to
the busy Manvers Street/Dorchester Street junction and in general
the environment is not pedestrian friendly and is not a fitting
gateway to Bath's status as a World Heritage City. The environment
of the station as a whole lacks cohesion and quality, and there is
little or no ease of connection to the current bus station.
4.6 The Former Goods Shed Site
To the immediate west of the station building the former goods
shed site is currently in use as the up-platform carpark. accessed
via a 'hair-pin' ramp.
4.6.1 In the 19th century major stations generally had a goods
shed for the transfer of freight from train to road consisting of
banks or platforms at track level to which carts or other vehicles
could be backed-up for loading with goods, or to be loaded onto
wagons. At Bath [Spa] Station the goods shed, which was constructed
at the same time as the station, was at the same raised level as
the tracks, built on a series of stone vaults extended from the
railway viaduct. A curved earth ramp was constructed at least in
part to allow private carriages to gain access to the platform for
loading onto trains. In this respect the station could be
considered to always have been, to some extent, an integrated
transport interchange. Goods [eg coal] entering the shed on rail
wagons would be dropped down from the wagons through hoppers into
the vaults below or transferred onto carriages gaining access via
the ramp. Whilst the goods shed itself was demolished in 1897.
plans from 1932 describing the track layout [including turntables
and spurs] on the goods shed site suggest it may have maintained
this function well into the 20th century.
4.6.2 In its current surviving form the goods shed site
comprises a series of large interconnected stone vaults extend
northwards from the railway viaduct. They are not visible from the
north and are a hidden part of the station. To the west of the main
vaults a series of smaller vaults extend as far north as Dorchester
Street. For the purposes of the project these are referred to as
the 'finger vaults'. The earth ramp that gives access to the main
vaults roof is contained by the main vaults and finger vaults, a
retaining wall to Dorchester Street and an earth embankment facing
the Railway Station.
4.6.3 The vaults and ramp are integral elements of the Railway
Station and locally significant features that provide strong
evidence of how the original railway station operated. In the wider
context these are common features of the Great Western Railway, and
allow comparison with other goods stations along the line.
4.7 The Former Electricity Generating
Site
4.7.1 To the west of the former goods shed site lies a
collection of buildings and land forming the southern edge of
Dorchester Street. In the last decade of the nineteenth century the
Bath Electric Lighting Company was established at the converted
Kingston Flour Mills to the immediate west of Bath Station goods
shed. As the demand for electricity increased, the Dorchester
Street Electricity Works was expanded to incorporate the entire
block between Dorchester Street and the River, west to Southgate
Street [now St. James Parade]. The expansion of the works with a
variety of plant housings, administrative and public showrooms
reached its peak and effective completion around 1932 with the
building of offices and showrooms on the corner of Southgate Street
and Dorchester Street.
4.7.2 This building, known as Churchill House, is by the Bath
Architect W.A. Williarns and abuts a 1924 block fronting Dorchester
Street. presumed to be by the same architect. The building is
primarily composed of a three storey commercial property in five
bays, clad in bath stone with paired pilasters and decorative
horizontal banding, and extensive shop front glazing to the primary
street facades at ground level. The building is not listed. Its
architecture is representative of a common 'Municipal Georgian'
revivalist style of the period. The block performs an important
townscape role in providing the 'closure' to key views which is so
characteristic of street vistas in Bath: These include the view
down Southgate which since 1841 had been formally terminated by
Brunel's castellated gothic railway with views carried across the
Avon by 'The Old Bridge', which existed online with Southgate to
the west of the current Southgate Footbridge. The imposition of
Churchill House in c l 933 into the Southgate vista and the removal
of the Old Bridge reduced the effectiveness of the established
composition and in the current configuration the rounded corner of
Churchill House gives focus to views down Southgate rather than the
viaduct which is still visible beyond. The building also presents a
formal frontage to the river, subsequently capitalised on by the
placement of the 'new' Southgate footbridge central to its primary
southern facade. The extension of the building eastwards along
Dorchester Street acts to provide a street edge and in part
terminates views along St James Parade.
4.7.3 Churchill House is effectively a stand-alone building that
is one of number of disparate buildings and structures that make up
the south side of Dorchester Street. Whilst it is of some visual
merit it is isolated and does not form part of an effective and
cohesive streetscape.
4.7.4 Wilkinson Eyre Architects' site analysis and detailed
design development have established that in order to utilise the
former electricity generating site for a replacement bus station,
the complete demolition of Churchill House is a necessity for
location of the Proposed Bus Station and to realise the Scheme. The
Proposed Bus Station has been designed to take cognisance of and
perform the same key townscape properties of Churchill House
4.7.5 Also surviving on the former electricity generating site
are the remains of the turbine hall. which was built in stages
between 1903 and 1930. In the 1960's the Dorchester Street
generating station ceased operation and the plant was removed. The
building is used at present for car parking, as is the majority of
the remainder of the site. In 1969 the site of the original Bath
Electric Lighting Company generators was cleared to make way for a
new switch house and transformers, which remain.
4.8 WPD Electricity sub-station
An existing high voltage sub-station is located to the immediate
west of the goods shed 'finger' vaults. The high voltage
distribution network enters this area of Bath across the River Avon
and into Dorchester Street. Electricity for a large part of the
city centre is supplied from this location.
4.9 River Avon
The River Avon marks the southern boundary of the Transport
Interchange site. The Environment Agency have a responsibility for
maintenance of the quay walls and consequent access rights.
4.10 Avon Railway Bridge [Skew Bridge]
The bridge is a grade 2 listed structure bearing on central
piers in the river plus abutments behind the south quayside
promenade and directly on the quay edge to the north. The bridge
has significant [probably retro-fitted] structural ties penetrating
deep into the goods shed station vaults for which maintenance
access is required.
4.1 1 Southgate Footbridge
The footbridge connects the River Avon Southside Towpath to the
south west side of the former electricity generating site
4.12 Southgate
The line of Southgate as a primary north-south route and visual
axis is historically established, although somewhat diluted by the
current road alignment, and the later imposition of Churchill House
which nonetheless acts as a visual focus at its southern end.
5. THE PROPOSAL
5.1 Site Strategy
The basic concept of this part of the Transport lnterchange is
to locate the rail and bus stations to either side of a new public
plaza that is designed to provide clarity and convenience for
passengers, and a suitably civic arrival point to the City. 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.
5.1.l The relationship between pedestrians and vehicles is a key
focus of the proposals, which are configured to separate them
wherever possible and to control their interaction where it is not.
The new plaza is central to this strategy, allowing the south side
of Dorchester Street to be entirely in the pedestrian public realm,
with a single vehicular crossover.
5.2 Station Plaza and Goods Shed Vaults
The station plaza is proposed on the site of the listed former
goods shed ramp, requiring demolition of and alterations to listed
fabric. This is a central tenet of the design and offers clear
benefits to both the successful functioning of the Transport
lnterchange and its integration into the Scheme and the City.
5.2.1 The proposal removes the earth ramp and its retaining
walls and embankments. It retains all of the main vaults and finger
vaults. The end walls of the stone vaults will be unblocked and
glazed, and for the first time the public will be given views and
access to these spectacular spaces which will be refurbished and
let for retail uses. Other vaults will incorporate Transport
lnterchange passenger facilities including WC's and left
luggage.
5.2.2 The demolition of listed fabric is justified on a number
of counts. as it allows the development of a cohesive multi-modal
transport facility and a high quality new public place at a major
point of access to an historic city. improves the setting of the
listed station. aids public understanding of and engagement with a
hidden heritage resource, and protects the main element of the
listed structure through restoration and viable reuse
5.2.3 The plaza that will occupy the space vacated by the ramp
will be lined on three sides by 'live frontage' and open on the
north to Dorchester Street. Pedestrians will animate the plaza
using the on-street bus-stops, interchanging between bus and
rail, moving between Transport lnterchange and the Scheme. or
taking a north-south route via the Railway Station.
5.2.4 The landscape of the plaza addresses levels and pedestrian
'desire-lines', to account for the needs of both transient users
and people using it as a destination. Stone paving, planting,
lighting and furniture are combined to provide a high quality
environment in combination with a revitalised historic context.
5.2.5 The removal of the ramp takes the up-platform car-park out
of commission. In order to avoid this area at track level becoming
moribund, and for compositional and commercial reasons, a new
single-storey commercial building is proposed on the car park site.
It traverses the main goods shed vaults and 'caps' the vaulted
facade to the plaza, with access gained from the lower level via a
stone and glass clad 'external' core.
5.3 The Proposed Bus Station
The Proposed Bus Station has been designed in close
collaboration with First, the principal operator, as well as the
Council. The design provides like-for-like replacement of
facilities and in many respects provides betterment including the
provision of a fully enclosed passenger concourse. From a health
and safety perspective the proposal provides a layout that greatly
reduces the potential incidence of pedestrian ingress into the bus
compound, which is a basic tenet of bus station safety and a
primary failing in the current facility.
5.3.1 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 Transport Interchange, designed
in a contemporary manner creating a counterpoint to the
historically styled proposals north of Dorchester Street.
5.3.2 The building is laid out along the south side of
Dorchester Street, with a double height enclosed passenger
concourse separating the street from the vehicle yard to the south.
The concourse additionally serves on-street bus stops on Dorchester
Street. At the corner of Dorchester Street and St James Parade a
rotunda building of 4 storeys houses a passenger ticketing and
information centre with bus operator's accommodation above. A
further two storey building extends south from the rotunda to
'enclose' the vehicle yard on the west side. Vehicles circulate in
an anti-clockwise manner, entering the station from the west on St.
James Parade and exiting on the east to Dorchester Street.
5.3.3 The rotunda building is located broadly on the site of
Churchill House, its footprint extending north and west of the
existing. It is configured to perform the same townscape role as
Churchill House outlined in paragraph 4.7.2 . The position of the
new building is heavily dictated by the spatial requirements of
manoeuvring vehicles to the south and precludes the retention of
Churchill House. The design of its replacement delivers a notable
and appropriate modern building in an important pivotal
location.
5.3.4 The land vacated in the proposal by the current Bath 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.
5.4 The Railway Station
The functioning and layout of the Railway Station was
comprehensively reviewed as part of the design process. 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.
5.4.1 The 1841 original building and its 1897 additions are
revealed by the demolition of poor-quality late 20th Century
additions to the northwest and south east. The proposed demolition
of the goods shed ramp and reconfiguration of the station forecourt
will improve the setting of the station and open up new views of
the station.
5.4.2 The current saturation of the station perimeter by parked
and moving vehicles is addressed through the removal of the current
vehicular circulation pattern. All vehicles will both access and
exit the southern forecourt and down-platform car park via the east
of the station building. Taxis, and service vehicles serving the
back of the goods shed vaults and station retail units: will also
be constrained to this circulation system. The current conflict of
taxis and pick-up/drop -off at the station entrance is removed by
relocation of the taxi rank and short stay parking.
5.4 3 The northern forecourt will be easier and safer to
navigate for pedestrians, with an enhanced environment in terms of
landscape and facilities and legibility in terms of visual and
physical connections to the Interchange, Southgate and the
City.
5.4.4 The southern forecourt is extensively remodelled with a
view to re-establishing the original condition of the station as a
dual fronted building. The proposals include the option to re-open
the southern entrance and carry out internal reorganisations to
allow passengers to move through the station building on a
north-south route. A new south canopy will replicate the original
provision. The control of vehicular movements and the establishment
of a pedestrian only route between the southern forecourt and the
plaza to the west of the station building will enhance pedestrian
use and safety. Demolitions and reconfiguration of retail units
with southerly frontages will make the southern forecourt more
useable and less peripheral.
6. OBJECTIONS
6.1 Network Rail
My evidence is indirectly relevant to Network Rail's objection
to inclusion in the notice of 'operational property' required for
Network Rail's statutory undertaking.
6.1.1 The scheme includes alterations to the Railway Station
designed to expedite passenger use of the station and of the
Transport Interchange. through modal change. Phasing of the works
has been developed to ensure continuity of operation of the railway
throughout the process
First Great Western
First Great Western did not cite specific reasons for their
objection.
First Group PLC
My evidence is relevant to First Group PLC's objection
concerning the design of the replacement bus station. including
health and safety. and other operational matters.
6.3.1 The issues surrounding the manoeuvring of buses,
particularly within the curtilage of the bus station to the south
of the passenger concourse, is dealt with in detail in the evidence
of David Hunter Yates.
6.3.2 The scheme has been designed in close collaboration with
First. The design provides like-for-like replacement of facilities
and in many respects provides betterment. Primary amongst those
aspects that provide an improved facility are the provision of a
fully enclosed passenger concourse. From a health and safety
perspective the proposal provides a layout that greatly reduces the
potential incidence of pedestrian ingress into the bus compound,
which is a basic tenet of bus station safety and a primary failing
in the current facility.
6.4 Rosebys
My evidence is relevant to Rosebys' objection that the Statement
of Reasons does not justify how the proposal overcomes earlier
criticisms of previous schemes for the Transport Interchange.
6.4.1 My evidence demonstrates that the proposal is the result
of independent analysis of the site and objectives of the brief.
The scheme has been designed in consultation with the Council, the
Council's consultant architectural and townscape advisor, English
Heritage and third parties.
6.4.2 The Listed Building Consent is the most significant issue
in relation to overcoming earlier criticisms of previous schemes
for the Transport Interchange. The replacement of the goods shed
ramp with a new civic public space between the Railway Station and
the Proposed Bus Station is the most visible change from the
foregoing schemes, and overcomes the most critical aspects of them
by providing ease of connectivity between transport modes and
prioritising pedestrians and passengers within a high quality
public realm.
6.5 Avon Cyclery
My evidence is relevant to Avon Cyclery's objection that the
notice affects their business.
6.5.1 The proposals include the demolition of the
20th century lean-to addition on the south east corner of Bath
Spa Station which forms a shop premises for Avon Cyclery. This is a
key element in the architectural rejuvenation of the south side of
the station in conjunction with the proposed re-opening of the
south side entrance and the rationalisation of traffic movements by
removal of the gyratory system.
6.5.2 Whilst Wilkinson Eyre Architects' remit and my evidence
does not cover issues of tenancies the proposal includes for a
retail unit of comparable size, including the front-of-house
element, to The Avon Cyclery at the west side of the station. The
proposed unit occupies two vaults at the west side of the station
with a frontage to the south in a corresponding relationship to the
Railway Station as the existing retail unit on the east. This
position is on the revised pedestrian thoroughfare between Widcombe
Bridge and the new station plaza. It is envisaged that an increased
and controlled footfall and enhanced pedestrian environment will
substantially replicate the visibility and viability of the retail
operation of the existing eastern shop unit.
