Southwark Underground Station Second Entrance Design and ... · In addition to background growth,...

Southwark Underground Station Second EntranceDesign and Access Statement

November 2018

Prepared on behalf of

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Design and Access Statement 1

1.0 Introduction1.1 Executive summary1.2 Scope of application1.3 Development context

2.0 Site location and context2.1 Site history2.2 Site location and connectivity 2.3 Local context2.4 Local cultural amenities2.5 Character of Greet Street and surrounding streetscape

3.0 Demand, transport and connectivity 3.1 Station passenger demand3.2 Passenger and pedestrian movement3.3 Way-finding in station and public realm3.4 Step free station access3.5 Highways changes to local area

4.0 Design development and requirements4.1 Past station application, lessons learnt and design principles4.2 Design guidance and compliance4.3 Security, safety and reducing antisocial behaviour4.4 Design options and appraisal4.5 Selected options development4.6 Stakeholder consultation and feedback

Report prepared by:Malcolm Keegan - Acanthus Architects LW

Checked by:Michael Watkins - Director Acanthus Architects LW

Checked on behalf of applicant by: Richard Ellison - Transport for London

0.0 Project team and contents

Transport for London (TfL) Planning applicant Operational management reviewer Road safety auditor

Acanthus Architects LW Architects

Portland Communications Community engagement and consultation

Gardiner and Theobald Project manager Quantity surveyor

Deloitte Planning advisor

Exterior Architecture Landscape and urban realm

Strykeslip Highways

Atkins / SNC Lavalin Structural engineer Sustainability advisor Construction advisor Flood risk assessor Lighting assessor Acoustics assessor

Gordan Ingram Associates Daylight / sunlight assessor

5.0 The proposal - station design5.1 Proposed layout and use5.2 Architectural scale, form and daylight/sunlight impact5.3 Appearance5.4 Materials and finishes5.5 Precedents5.6 Operation, servicing and construction

6.0 The proposal - urban realm (landscaping strategy)6.1 Landscape scope6.2 Streetscape improvements6.3 Greet Street enhancement6.4 Surface materials, street furniture and soft landscape

ContentsProject Team


1.0 Introduction

This Design and Access Statement has been prepared on behalf of Transport for London in support of a planning application for a new second entrance for Southwark Underground Station, on a site area of approximately 117 sqm located to the west of Southwark Underground Station, immediately to the south of a barrel structure forming part of Waterloo East Station, on Greet Street.

The site is within the Waterloo Opportunity Area and the Central Activities Zone. It is not located within a Conservation Area or in close proximity to any Statutory Listed Buildings.

Since it opened in 1999, the number of customers using Southwark Station has grown substantially. TfL have a strong and clear transport need for a second permanent station entrance to help manage increased passenger numbers. The scheme will provide increased operational resilience for London Underground in respect of Southwark Station and also Network Rail in respect of Waterloo East Station.

Pedestrian movement modelling has shown that without the construction of a new entrance, this data indicates that Southwark Station may become subject to crowding controls and gate closures in the coming years, as passenger numbers increase.

The Mayor’s Transport Strategy sets out for the provision of high quality public transport that connects seamlessly to address the current and future challenges of London’s growth;

1.1 Executive summary

1.2 Scope of application

1.3 Development context

Southwark station is located in the London Borough (LB) of Southwark, the main entrance occupies a prime location on the corner of Blackfriars Road and The Cut. Access to the National Rail (NR) network for Southeastern services at Waterloo East station is also available through the intermediate concourse and western ticket hall. Street access to the station is through the main (eastern) ticket hall along Blackfriars Road and it connects to NR Services, at Waterloo East End. This ticket hall, completely enclosed with no street access, is located in London Borough (LB) of Lambeth, at Greet Street and with close proximity to Waterloo station.

In addition to background growth, LB Lambeth has also set out their plans to create an additional 25,000 jobs up to 2031 and regenerate 14,000 homes, excluding Nine Elms, over the whole borough. This increase in travel demand will add pressure to Waterloo and London Bridge major interchanges as well as Southwark station. Current stations are operating at full capacity during the morning peak to support the London Plan’s growth and further pressure means there is a need to increase capacity at Southwark station to gain access to Jubilee Line services, provide resilience to London terminals and support regeneration.

The proposal;

• Contributes towards to enhanced public realm delivered by LB Lambeth.

• Benefits local cultural facilities and contributes to route options for those visiting the area.

• Benefits local businesses and workers by providing additional station capacity.

• Enhances transport capacity while future proofing existing London Underground and Newtwork Rail services.

• Promotes the Waterloo area’s status as one of London’s primary transport hubs.

The proposals key objectives are to;

• Generate additional operational benefits and resilience to allow TfL to meet the challenge of increase passenger numbers.

• Improved journey times for customers in LB Lambeth with better connectivity to businesses.

• Enhanced customer safety and reliability for residents and customers located closer to Waterloo.

• Ensure high quality design and enhance the surrounding street environment which is informed by it’s context.

• Design of the second entrance is informed by London Underground’s design and operational guidance.

Given the clear need to increase capacity and connectivity at Southwark station, extensive design and public consultation this year has developed the second station entrance which is sympathetic to its location and provides a high quality environment enhancing passenger experience. It’s appearance will be in-keeping with the architecture of the Jubilee Line extension, built of robust materials such as glass, concrete and stainless steel.

While providing a building which is tailored for the site, it’s size and proportions have been developed to reduce bulk and minimise over bearing effects on adjacent residential buildings of Tait and Benson House. A green roof planted in sedum helps reduce building scale while providing local residents with an aspect. External daylight and sunlight studies have been conducted showing no impact to the same buildings.

The provision of two entrances from Southwark station will help to disperse movement of people within the area, providing additional means for people to reach their destinations. In addition the design of the fully enclosed entrance reduces noise impact on nearby residential properties.

Local public realm improvements will tie the entrance to the wider area including minimal highways adjustments which respond to increased footfall and pedestrian experience. New wayfinding measures will be implemented to direct pedestrians from key local areas such as The Cut. TfL has tested the increased levels of pedestrian movement and have suggested that it would result in an acceptable pedestrian comfort level being retained.

The openness of the scheme will benefit safety and security by the presence of the new entrance through passive surveillance measures, monitored station CCTV, lighting and station staff presence. This will help discourage rough sleeping and anti-social behaviour in the immediate area.

In terms of construction, TfL are proposing a pre-fabricated modular structure. This would help to reduce the construction time and impact on neighbouring residential properties.

• Minimising the disruption to customers, residents and local businesses by careful management of interventions to existing station.

• Impact on neighbouring amenity will be protected both during operation and construction in regards to existing residential properties.


The site is located in the Waterloo area, which in the 18th century consisted mainly of fields and marsh land. The nature of the land restricted development. The industrial revolution allowed draining of the marshes and the first wave of construction.

In the late 1800s new bridges, Westminster Bridge and Blackfriars Bridge, were built, in addition to the existing Waterloo Bridge (1817), which improved connectivity across the Thames.

The site lies to the south of Waterloo East Station. Waterloo East station was built in 1869, following extension of the line from London Bridge to Charing Cross, and was known as Waterloo Junction.

During World War II, the Waterloo area suffered significant bomb damage. The areas that survived are now protected by Conservation Areas Status, such as the CA21-Roupell Street Conservation Area, and are notable for their well-preserved 19th century terraced houses.

The 1950’s and 1960’s saw the erection of a number of social housing estates across London, of which there are some are located within close proximity to the site.

The existing modern ‘barrel’ building that forms part of Waterloo East station was erected between 1988 and 1992. This part of the station is connected to London Underground’s Jubilee Line, which opened in 1999.

2.1 Site history

Figure 1: Ordnance Survey (1914) (Image courtesy of https://www.kentrail.org.uk/waterloo_east.htm)

1 Waterloo East station

2 Greet Street (previously known as Eaton Street)

3 The Cut (previously known as Great Charlotte Street)

4 Waterloo station

Indicative extent of CA21 Roupell Street Conservation Area

Site

1

2 3

4

2.0 Site location and context

KEY


2.2 Site location and connectivity

The site is located in the London Borough of Lambeth, to the west of the existing entrance to Southwark Underground station and to the south-east of Waterloo East Station.

Southwark Underground Station acts as a gateway into the Borough of Southwark and to the east of Lambeth. The current station entrance is to the corner of The Cut and Blackfriars Road. Southwark Underground station is also connected to Waterloo East via an underground connection, surfacing within a ‘barrel’ structure that forms the northern edge of the site. Waterloo East provides connections out of London to the southeast.

The site is in a prominent location close to the River Thames. Southwark Underground station currently serves as primary means of accessing the amenities on the Southbank and Bankside such as:

• The Tate Modern, South Bank Centre and London Eye with over 14 million visitors a year

• The Cut and the Lower Marshes , which are popular traffic calmed, pedestrian friendly food & beverage focused streets

• Two famous theatres, the Old Vic and the Young Vic, are within a close walking distance to the site

More distant destinations include:

• Borough Market, a 15 minute walk to the east• London Bridge station• The Shard

The site is also nestled between a number of local offices and educational facilities such as:

• The Lewisham Southwark College • Westminster College• EF International Language Campus• Borough Music School

Figure 2: Local attractions map

Heritage landmarks

Metropolitan destinations

New developments

KEY



2.3 Local context

The site for the station entrance is located to the east of the Greet Street/Wootton Street intersection and is adjacent to the Waterloo East station barrel structure. The Tait and Benson residential development lies to the southeast of the site. As part of the second entrance development, the length of Greet Street south to the Greet Street/Cons Street intersection has been considered for streetscape improvements (note that these are covered in detail later).

The immediate surrounding buildings provide for varied uses including residential, commercial, cultural and community facilities. While residential is the primary use, there is a London Borough of Lambeth proposal for a flexible workspace opposite the site. TfL has worked with Lambeth to ensure that the two proposals are compatible with each other.

To the south of the site is The Cut. This is an important part of the local context as it connects the site with a active street that is abundant in retail, commercial and cultural uses.

The site falls within the Waterloo Opportunity Area and Cultural Activities Zone. While the site is not located within a Conservation area, it is within close proximity to CA21 Roupell Street Conservation Area.

Greet StreetGreet Street

The Cut

Hatfields

Isabella Street

Wootton Street

Wootton Street

Windmill Walk Cons

Street

The Cut

WaterlooEast

Station

Waterloo East Station

Site (Image courtsey of Bing Maps)

View looking north on Greet StreetFigure 3: Location plan for existing photos View looking north on Greet Street to Wootton Street intersection

Site (Image courtsey of Bing Maps)

3 4

View from The Cut looking north up Greet Street View looking north from Greet Street & Cons Street intersection1 2

1

2

3

Wootton Street

Greet Street

Cons Street

The Cut

Windmill Walk


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View looking east from Wootton Street & Greet Street intersection

View looking east from Wootton Street towards the existing barrel View looking east from Wootton Street towards the existing barrel

View looking south from beneath the rail bridge

View looking north on Windmill Walk View looking east on Cons Street towards Greet Street

3

1

5

4

2

6Figure 3b: Location plan for existing photos

Figure 3a: Aerial view of local context

12

3Wootton Street

Greet Street

The Cut

Windmill Walk


5

4

6Cons Street

2.3 Local context (continued)



2.4 Local cultural amenities

Figure 4: Local amenities map and location photos

Blac

kfria

rs R

oad

100m

200m 400m

SITE

Stamford Street

Waterloo Station

The Cut

Union Street

Lower Marsh

The existing amenities surrounding the site offer a diverse, vibrant, and enticing range of activities and destinations.

The London Borough of Lambeth and the site’s environs are well known for their cultural, educational and food and beverage destinations, including the Old and Young Vics, Union Theatre, Lower Marsh and Isabella Street, and a number of Colleges.

There is a vibrant restaurant and bar culture that attracts a varied community to the area and. It represents an important part of the local economy.

Lewisham Southwark College, Kings College and the EF International Language Centre may utilise the site for access. They form an important part of the areas diverse community.

A number of rental sports facilities on Upper Hatfields offer football and other court and fitness activities, and these appear to be well patronised.There is a lack of green public space and green amenity, although there are quality garden spaces associated with housing estates in the local area.

Lower Marsh

The Cut Isabella Street The Anchor & Hope

The Old Vic The Young Vic1

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4 5 6

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34

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2.5 Character of Greet Street and the surrounding streetscape

There are a number of residential properties on Greet Street, however the character generally reflects the inner city environment.

Soft landscape is limited in the area and mostly located within private properties. Three trees are existing to the western side of Greet Street and provide some softening of the public space.

The surface materials are typically robust concrete paving and kerbs, with brick used in some locations as a feature within the pedestrian footpaths. A vehicular raised table to the southern end of Greet Street uses granite bricks, laid on an angle, to create variation in the surface.

The street furniture is a blend of contemporary and traditional items. The traditional light columns and bollards reflect the streets close proximity to the Conservation Area to the north and the residential nature of the area.

The surrounding streets, including Wootton Street and The Cut, have a varied range of paving materials from high-quality natural stone pavers to robust concrete paving. A larger palette of street furniture is also provided within the surrounding area including timber benches, cycle stands and litter bins.

Overall, the surface materials and street furniture appear to represent a standard London Borough of Lambeth adoptable palette and provides a base for the materials selection for Greet Street. However, there are few creative or outstanding street elements found and Greet Street creates an opportunity to add greater visual interest through planting, colour or creative solutions.

Surface Materials

Street Furniture

Concrete flag paving to pedestrian footpaths

Bollards within pedestrian footpath

Permeable resin bound aggregate tree pits (The Cut)

Granite bricks to vehicular raised tables in carriageway

Traditional light columns

Litter bin and bollard (The Cut)

Concrete bricks used as a feature within pedestrian footpaths

Contemporary light columns (The Cut)

Cycle stands(Corner of Greet Street & The Cut)

Metal railing fence

Timber bench (The Cut)

150mm width concrete kerbs Natural stone (Yorkstone) flag paving (The Cut)

Low brick wall (Wootton Street)


Figure 5: Existing images of local surface materials and street furniture


3.2 Passenger and pedestrian movement

3.1 Station passenger demand

TfL forecasts that the number of passengers using Southwark Station will increase by 11% over the next 20 years. The Second Entrance is an important element of the station’s capability to accommodate this increase and alleviate congestion around the existing entrance on the corner of The Cut and Blackfriars Road.

A key principle of the Southwark Station Second Entrance is the promotion of improved connectivity and widening of the stations catchment. It will provide a convenient access point for National Rail and London Underground customers from areas to the west and north-west. It will also provide non-interchanging Waterloo East passengers with an alternative to using Southwark Station as a walk-through route to reach Blackfriars Road. These passengers will have an option to bypass the station via Greet Street and The Cut.

Legion SpaceWorks is TfL’s authorised pedestrian modelling application which has been used to simulate how virtual pedestrians move within the proposed new station works and public realm. The model results have been used to inform Pedestrian Comfort Level (PCL) analysis, with specific focus on the performance of Greet Street footways within the study area, which are expected to be affected by the Second Entrance. The AM peak-hour has been used as a worst-case test under key operating and forecast year scenarios.

Heat maps show the level of customer crowding in the main ticket hall in 2021 and 2041. The coloured tracks are generated by the virtual pedestrians (entities) as they walk to intermediate objectives and final destinations using shortest path navigation. Warmer colours indicate areas with the most sustained footfall. They indicate that the existing entrance will become increasingly overcrowded if no action is taken,

Figure 6: Passenger dispersion options

Table 1: Recent increases in AM peak customer traffic

Figure 7: Legion modelling station main ticket hall heat maps for year 2041, with no second station entrance.

Figure 8: Legion modelling station main ticket hall heat maps for year 2021, with second station entrance implemented.

and that the introduction of a new entrance brings future crowding back to a level comparable with that experienced in the present day (refer to Figures 7 & 8).

It should be noted that the existing ticket hall at Southwark Station is highly regarded from an architectural and heritage perspective, making it unfeasible to relieve congestion by means of enlarging the existing entrance and stairs. Such an option would also fail to spread pedestrian demand around the local street network, nor would it open new customer routes.

With regards to local streets, the Second Entrance is expected to primarily affect the pedestrian flow characteristics of Greet Street, specifically the southern section between Wootton St and The Cut.

Simulation outputs have been used as input data to compare footway performance and pedestrian comfort levels (PCL) on Greet Street using TfL PCL guidelines. PCL results confirm that the footways can operate at comfortable levels in each scenario. The proposed widening of Greet Street’s east footway as part of the indicative streetscape improvements proposal is necessary to achieve an acceptable comfort level for the existing condition, and essential to mitigate the projected increase in footfall when the new entrance comes into operation.

Due to need, indicative streetscape improvements have been proposed, which includes widening the footway along the east side of Greet Street to mitigate the anticipated increase in footfall (refer to section 5.3 and 6.0 for highways and urban realm improvements).

For further information, refer to other report in this application - Transport statement.

3.0 Demand, transport and connectivity


3.0 Demand, transport and connectivity

The Waterloo East ticket hall does not currently have step free access to platforms therefore step Free Access will be maintained from the existing Southwark main entrance along Blackfriars Road. Should the main entrance need temporary closure for essential works, step free access will be maintained at all times by re-purposing the existing fire-fighting lift under the railway arches and re-configuring access to the platform.

An option to provide a compliant lift provision has been considered at the Waterloo East end of the station. Unfortunately using an existing sub-optimal lift to access the platform level, would require significant redesign and alterations to key infrastructure (including essential station services), therefore this option is technically non-viable.

However the current entrance proposal has allowed space for a future lift which could take people with restrictive mobility between Greet Street level and Waterloo Ticket Hall.

3.4 Step free station access

Figure 9: Station axonometric showing fire-fighting lift under the railway arches, possible reconfigure passenger access to the platform.

Figure 10: Possible future lift location for proposed entrance

A brief summary of proposed highways changes are as follows (for more detailed information, refer to other report in this application - Transport statement).

• Greet Street eastern footway, which best suits the natural desire line between the Second Entrance and The Cut, is widened to 2.6m at its narrowest point. The widened eastern footway also addresses the problem of its existing sub-standard width (less than 1m) toward its southern end.

• In order to accommodate the widened eastern footway, the carriageway of Greet Street is narrowed to 4.8m - a width which accommodates a 3m running lane plus a 1.8m parking bay. Reducing the width of Greet Street’s carriageway reduces pedestrian crossing distances making crossing movements safer.

• Left turn out of Cons Street is banned thus simplifies the operation of its junction with Greet Street providing for safer crossing movements over the shared surface at this point.

• A new raised table is provided at the junction Greet Street forms with Wootton Street in order to rebalance pedestrian - vehicle priority more toward pedestrians. The raised table will also reduce vehicle speeds and calm traffic as a result.

• There is no reduction in parking bays within the proposed works.

• Integration 5 Sheffield cycle stands (10 spaces) are provided on the eastern side of Greet Street just to the north of the Second Entrance where they are convenient, accessible, and made secure by virtue of their well-surveilled location. Additionally, a Cycle Hire Docking Station is located on the western side of Greet Street just under the southern edge of the rail viaduct (subject to further discussion with TfL’s Cycle Hire Scheme team).

• Existing street furniture, namely the bollards and lamp columns on Greet Street’s eastern footway are replaced, relocated or removed (decluttered) in order to accommodate its widening and realignment. A new bench will be located in front of entrance.

• A further 2 trees will be located in front of the entrance.

3.5 Highways changes in local area 3.3 Way-finding in station and public realm

New signage will be provided within the Southwark Station to make passengers aware of the Second Entrance and destinations it provides access to. The signage will be designed and positioned in accordance with London Underground’s standards.

For information regarding public realm way-finding, refer to other report in this application - Transport statement.


4.0 Design development and requirements

4.1 Past station application, lessons learnt and design principles

Design for this proposal follows National, London Underground, London Borough of Lambeth and British Standards guidance; key standards are noted as follows (but are not limited to);

The London Underground Station Design Idiom S1371 Station Planning1-133 Premises – Stairways and RampsS1135 Premises – FinishesS2100 Fire Engineering – Fire Safety Design and StrategyS1311 Customer Information – StationsBS 8300-2 Design of an accessible and inclusive built environment

Well-planned spaces and efficient engineering help passengers flow through stations, decreasing journey times and helping to deal with ever increasing demand. London Underground employs a robust design process nurturing the design heritage that already exists and inspiring great design in all new projects through its Station Standards and Design Idiom. With the broader application of the LU Station Design Idiom, the Second Entrance to Southwark Station will be;

A beacon -Signalling the service amidst its surroundings. Reinforcing prominence and identity through consistent use of significant elements and no competing clutter.

Understandable - The form and transparency of the new station entrance will reinforce and circulation routes, contributing to making the station easy and quick to navigate.

Materials - Will meet the LU Station Design Idiom and have provable record of use and acceptance on LU infrastructure. Materials will be of high quality, generally long life, natural and neutral, to add calm and clarity.

4.2 Design guidance and compliance

The following has been considered and mitigated in the design of the second station entrance;

Safety and security - the openness of the scheme will benefit security. Perceptions of safety and security are strengthened by details which provide a sense of order and which are consistent and familiar.

Local security is enhanced by the presence of the new entrance through passive surveillance measures, monitored station CCTV, lighting and station staff presence. This will help discourage rough sleeping and anti-social behaviour in the immediate area. High quality public realm - by utilising robust hard landscape elements and finishes that withstand heavy pedestrian trafficking and potential vandalism. They provide a unique contemporary identity to the local area without using bespoke materials. Products will be easily maintained or replaceable.

All customer facing fixtures and fittings will be simple to find, easy to use and suitable for the environment.

The risk of unauthorised persons climbing onto the roof has been assessed and mitigated by using cladding which does not provide hand and footholds, while some materials will be applied with a clear anti-climb finish. The building height makes it difficult to impossible to lift a person to the roof level without some form of mechanical aid.

Fire and emergency evacuation times will improve with additional entrance, improved way finding and signage. The entrance is designed to remove obscured spaces, recessed corners out from view or places where packages or parcels could be concealed.

4. 3 Security, safety and reducing antisocial behaviour

In February 2009, Network Rail proposed an entrance from Greet Street into the Waterloo East and Southwark station barrel, which consisted of uncovered steps from Greet Street up to the ticket hall podium. The application was withdrawn prior to determination.

Issues with the Network Rail scheme included;

• The entrance was open and faced directly onto Tait/Benson Houses

• Noise, light and overlooking• No wider mitigation proposed to the local area• London Borough Lambeth had concerns about local amenity

The previous proposal was based on an assessment of National Rail demand. In collaboration, London Underground and Network Rail has now assessed demand more widely and the need is evident for a second entrance to Southwark station, particularly as employment intensifies along the Blackfriars Road corridor. The undersized stairway access from the ticket hall to street and vice versa will be a pinchpoint at the busiest peak hour. In addition, interchange traffic from national rail services adds congestion on the escalators and eastern ticket hall at the busiest peak period.

The second entrance is proposed to ensure safety and reliability, improve customer experience, improve journey times for customers in LB Lambeth, and thus improve transport connectivity to local

Figure 12: LU Design Idiom extract, materials on Jubilee Line stations

businesses and residents (refer to projected demand 2041 in Section 3.0)

The current proposal design and development has taken on board the aforementioned concerns and has been informed by extensive design studies and stakeholder consultation. This has looked at all aspects of the station and local impact. Studies including passenger and pedestrian movement, highways, urban realm improvements, architectural design and daylight/sunlight impact have helped produce a new scheme which is sympathetic to the existing Waterloo East station and the local built environment.

Figure 11: Network Rail proposal February 2009



4.4 Design options and appraisal

Figure 16: Option 2 & 3 North Hatfields entrance concept sketch

Portal station signage

Canopy to entrance for Option 2

Figure 13: Option 1 layout Figure 15: Option 2 layout

Enclosed walkway between Hatfields and Greet Street

Height to match walkway to allow head clearance to ticket hall

Figure 14: Option 1 Hatfields entrance concept sketchTable 2: Options evaluation matrix

GOODOption selected for development

FAIROption not selected

POOR

Entrance on Greet Street as per base design

Option 2 - Hatfields (North side)

An option to locate the entrance to the north of the station leading to Hatfields was considered in extensive detail. The route and entrance would have been fully within TfL’s ownership, but would have required unfeasible changes to Jubilee Line control equipment currently located within the railway arches. The area is also used for fire engine access, and hosts associated equipment and fire ventilation fans, which would be unfeasible to relocate. This option was not taken forward.

Option 1 - Greet Street and Hatfields entrances

This scheme places an enclosed walkway parallel to the existing barrel structure on residential land associated with Tait and Benson House. An entrance onto Hatfields would provide good access to local destinations, as Hatfields links to Maymott Street and Blackfriars Road. The street also benefits from wide pavements, so minimal changes would need to be made to the highway.

Option 1 was selected for further development, refer to Section 4.5.

Options evaluation

5 options were evaluated against key criteria, the best taken forward for design development. Note other feasibility studies were carried out but were considered too unfeasible and not included in the evaluation matrix.

Options were scored:

SELECTED FOR DEVELOPMENT NOT SELECTED

1. Customer connections

2. In-station flow

3. Highway interface

4. Intervention into barrel structure

5. Land ownership

6. Customer experience

7. Safety

8. Station operation

OPTIONS

CRITERIA



4.4 Design options and appraisal (continued)

Figure 18: Option 4 layout Figure 19: Option 5 layout

Figure 20: Feasibility - Isabella Street Figure 21: Feasibility - Arches North of existing station entrance

Option 3 - Greet Street (by Brad Street) with access to Hatfields

The option to locate the entrance within the Network Rail arches with an entrance leading to Greet Street/ Brad Street was considered. However, a new entrance on this site would conflict with emergency escape routes from Waterloo East station, making this location un-viable. The area is not under TfL ownership. This option was not taken forward.

Figure 17: Option 3 layout, also refer to Option 2 for concept sketch

Option 4 - Greet Street (by Wootton Street)

Greet Street provides good access to local destinations, with direct access to The Cut and access to Waterloo Road via Brad Street. The street has capacity to accommodate some additional pedestrians. Working with Lambeth Council, the pavements will be widened to mitigate any impact. No parking spaces or street trees would be removed. The land at Greet Street is owned by TfL, so this option presents the best value for money.

Option 4 was selected to develop further, refer to Section 4.5.

Option 5 - Hatfields (via lifts and escalators)

Access from Hatfields onto a new mezzanine located above the existing ticket hall and was considered, however, it would not meet capacity and safety requirements for run off distances from escalators, gatelines, lifts, and stairs. The option is therefore un-viable. A separate option to provide a one-way route via the existing corridor leading to Hatfields was also considered, but the passageway was deemed to be too narrow and would have led to unsafe overcrowding on the top of the escalators. This option was not taken forward.

Feasibility - Isabella StreetAn entrance located directly above the station’s intermediate concourse was considered due to its proximity to Hatfields and the wider public realm of Isabella Street. However, escalator lengths to reach the intermediate concourse would be far to long in this constrained area. It would require excessive changes to underground structure thus this option was not taken forward.

Feasibility - Arches North of existing station entranceThe area under the railway arches currently houses electrical equipment for the Jubilee Line. There is also an emergency escape stair leading from the platform and a fire access intervention stair and lift. These facilities must be retained in their original location to keep the station operational, which leaves insufficient space to provide a station entrance. In addition, a new entrance in close proximity to the existing entrance which would have a more limited impact on reducing congestion and overcrowding.

SELECTED FOR DEVELOPMENT NOT SELECTED

NOT SELECTED

NOT SELECTED

NOT SELECTED




4.5 Selected options development

Illuminated station sign integrates into feature framework, possible feature post is used to support frame and canopy

Corner of rail bridge possible closed out with planting or information board to prevent antisocial behaviour

Roundel on existing station creates double height to entrance and gives long views down Isabella street

Traffic retaining measures (not typical bollards), integrated feature of urban realm

Build up and plant out area

Station and local information panel on outside of Bostwick gate

Figure 22: Concept sketch for Hatfields entrance

(Yellow) No public view,residents elevation and roof view

Hatfields Entrance

Figure 23: Concept sketch for Greet Street entrance

Roundels added to rail bridges for visibility from The Cut

The passageway is dictated by the existing width between the flank wall of Benson House and the existing station barrel, while the entrances at both Greet Street and Hatfields are designed to reduce footprints as much as practicable. However at Greet Street, the entrance in compromised width reduced landings and noncompliant run-off for passenger movement.

The canopy and open feature framework incorporates the station sign and lighting for the forecourt. This provides a transition from the public realm to the enclosed passageway without being a bulky and dominant entrance structure. Daylight passes through the frame onto the forecourt and into the double height entrance, while not obscuring light and view from the ticket hall easterly view towards Isabella Street. Note that the canopy covers only entrance matwell and collapsible gate area, and as the frame does not provide shelter, discourages rough sleeping around the entrance.

Unfortunately, the land required to build this entrance is not owned by TfL. Following a substantive period of negotiation and engagement, the existing owner is unwilling or unable to sell the land, or grant a lease or licence over it. This makes this option un-viable. Figure 25: Model, view of Hatfields entranceFigure 24: Model, view of Greet Street entrance



4.5 Selected options development (continued)

Figure 27: Section through Greet Street entrance

Figure 29: Model , high level view of Hatfields entranceFigure 28: Model, high level view of Greet Street entrance

At Greet Street entrance the height of building as been lowered as much as practically possible. The result is a reduced head clearance based on LU standards where the new entrance connects to existing ticket hall floor (a concession will be sought for this).

The entrances and the public passageway apply double height space without over massing the building.

Hatfields Entrance

Greet Street Entrance

Figure 30: Model showing proposed long section


Figure 26: Section through passageway




Figure 31: Concept sketch with smaller entrance footprint

Blue illuminated station sign

Frameless glazing system (clear glazing)

Stainless steel collapsible gate enclosure

New planting

Public realm improvements


Option 4 was selected for development because it places a second entrance on TfL land with the best access to the existing ticket hall. It reduces changes to layout within the barrel (which avoids leaving the station operationally compromised), offers optimised passenger movement and run-off for both Waterloo East and London Underground gatelines and directs pedestrians from street to ticket hall with greater lines of sight.

The second entrance at Greet Street will help distribute passenger demand during peak hours throughout the wider Southwark and Waterloo East concourses, while providing passengers with more direct routes to the west end of The Cut and locations in Lambeth. Option 4 offers the most efficient location.

Noise, station announcements and light attenuation can be controlled with this option. There is no visual connection between the proposed entrance and housing on the South, meaning that passenger movement goes unnoticed from Tait and Benson House. The entrance is orientated towards the street, this option directs sound and light spill away from local residents.

Option 4 with layout 4a has been selected as the preferred scheme (refer to following pages for developed to planning.

Blue illuminat-ed station sign

Single ply roofing membrane (grey)

Frameless glazing system (clear glazing)

New planting

Public realm improvements

Figure 32: Concept sketch with lager entrance footprint

Figure 35: Model showing glazed roof slot against station barrelFigure 34: Model showing full solid roof and flush front to footpathFigure 33: Model showing recessed front to footpath, partial open roof

Stainless steel collapsible gate enclosure




Figure 38: Layout development Option 4a. External raised planter between rail bridge and entrance removes open corners and allows greening to be viewed from within the proposed entrance and ticket hall. However there were key concerns about maintenance, rubbish depositing in planting and climbing onto the planter by the public.

Figure 36: High level visualisation showing possible terracing with planting within recess to side of entrance and station barrel. This space would become a feature looking out of the ticket hall, while offering greening for the local area. Antisocial behaviour and maintenance are a concern with landscaping in this location.

Figure 40: Layout development Option 4c. Stair is split to maximise the circulation and create a central area as a focal point, possible structural column, display space. The resulting layout has awkward circulation and could become confusing for direction of passenger movement.

Figure 37: High level visualisation showing entrance frontage taken flush across the footpath to the station barrel. The barrel curve is reinforced on the existing west elevation by pushing the proposed entrance back by one glazed panel from the barrel corner.

Figure 39: Layout development Option 4b. Entrance is taken flush across footpath to meet corner of station barrel. A internal garden, art space or display area is formed with large frameless glazing allowing view from outside entrance. Layout was selected for final proposal development, refer to section 5.1.

Figure 41: Layout development Option 4d. This option makes the entrance threshold more central and places two spaces on each side, possible kiosk [remove kiosk references] or display spaces. From a passenger experience point of view, this option closes the openness of the space and does not allow a wide line of sight.


SELECTED OPTION



The proposed design has been developed in close collaboration with London Underground (LU), a subsidiary of Transport for London, and has been approved via the Design Governance Process. This process involves the design team giving regular updates to the monthly Design Working Group, a representative panel of design related professionals from across the organisation, followed by formal approval from the Design Governance Board.

The application design has been fully approved and assured via this process. Should consent be granted, engagement will re-commence during the detailed design process.

As landowner of Waterloo East Station, TfL has consulted with Network Rail in respect of the Proposals. Network Rail issued a letter of support, dated 18th October 2018, highlighting the strategic and operational benefits a second station entrance would provide to both Southwark Underground Station and Waterloo East Station, these include the following;

• Helping manage future increase in passenger numbers• Improved routes for customer of both Waterloo East and

Southwark Underground Stations• Enhanced public realm on Greet Street.

TfL entered a Planning Performance Agreement (“PPA”) with LBL in August 2018. The PPA was implemented to provide a project management framework and timetable within which to progress the various stages of the proposals, through to determination of the planning application.

By entering the PPA, TfL and LBL’s intention has been to improve the quality of the decision making process through a collaborative approach, establishing the key planning issues to be resolved and to agree a regime for the decision making process.

As part of the PPA, TfL has completed three pre- planning application meetings with LBL Officers during the design period of the project. Officers have provided support and advice throughout the process, which has helped develop the planning application submission.

The pre-application public consultation began on Wednesday 12th September and closed on 10th October 2018, lasting for 29 days (around four weeks).

Public consultation events were held on 22 September and 3 October 2018 at TfL’s Palestra building, located on Blackfriars Road, opposite Southwark Station’s primary entrance on The Cut. Invitation letters were sent to over 1,900 homes approximately 10 days before the first consultation event took place. In total, 117 people attended both events.

In addition to the consultation event, information on the Proposals was provided face-to-face and via telephone and email, each of which were publicised. TfL also ran an online consultation portal.

All enquiries during the consultation period were responded to individually.

On-site meetings were held with local residents’ associations.

Around 250 written responses were received. Full details of the feedback received following the consultation event are set out in the planning application’s accompanying Statement of Community Involvement.

(also refer to other report in this application - Statement of community involvement)

4.6.1 London Underground Design Governance

4.6.2 Network Rail

4.6.2 Engagement with the London Borough of Lambeth

4.6.2 Public Consultation

4.6 Stakeholder consultation and feedback

Table 3: During the community consultation, feedback was given by the public on proposed use for the ‘community space’ inside the entrance to the station. The above table shows results with the preference being an indoor garden or planting space.

Figure 42: Public exhibition

Figure 43: Public exhibition


5.0 The proposal - station design

5.1 Proposed layout and use

[UPDATE PROPOSED LAYOUT]

Figure 45: Proposed layout

The entrance has been designed with a wide threshold and will be fitted with standard London Underground collapsible gates, channel drainage and entrance matting. It will also have a standard emergency do not enter box suspended above the entrance lintel.

The entrance integrates with the public realm, incorporating a forecourt area with improved paving, several trees and widened footpaths for access to The Cut (refer to Section 6.0 for The proposal - Urban Realm (Landscaping strategy).

A non-illuminated London Underground roundel will be fitted to rail bridge for long views, subject to agreement with Network Rail and relevant consents. A standard information totem with roundel and Network Rail badge will be located on the footpath in front of the entrance.

A flexible open area will be used as a display space at the front of the entrance, visible from the street and from the ticket hall. It could be used for a variety of purposes, including an indoor garden, space for art, community display. Public consultation feedback favoured the garden option. This area can also be terraced rising up to the ticket hall level allowing different heights of display, while a guardrail connected to stair will separate passengers from the space.

To the east where the entrance connects to the barrel, there will be an opaque glazed panel facing Tait and Benson House, meaning passenger movement goes unnoticed by the residents. The remaining construction facing residents will be solid with the only opening being to street on the west, thus moving sound and light spill away from residents (also refer to other reports in this application- Noise Assessment and Lighting Statement).

The proposed entrance structure occupies an approximate area of 150sqm at the western end of the station barrel. The proposed design mitigates disruption to the site and existing stations as much as is practical. The break through point from the new entrance to the existing ticket hall has been chosen to mitigate loss of circulation and width. It also requires the least amount of adjustment to the LU and Network Rail Gatelines and gives greatest run-off.

The final future layout of the ticket hall and gatelines is not included in this application and is currently being discussed between TfL, Network Rail and Southeastern (train operating). However, an indicative design that meets relevant standards has been developed.

Some ticket hall accommodation will be adjusted to allow a new bank of ticket machines on the unpaid side of the gatelines.

Glass panels from the barrel facade will be removed with the supporting structure modified to allow the new entrance connection. There will be a new portal structure integrated with the existing barrel structure demarcating the new entrance; this includes signage directing passengers from gateline to exit. A single primary column supporting the station barrel will remain in place with circular cladding and visibility strips applied to safeguard against passenger collision.

The entrance is designed without the need of staff accommodation as the main station facilities are adequate. It is a simple uncluttered space providing passenger circulation with stairs raising approximately 2m above street level to the Waterloo East podium.

The stair width and run-off has been designed to meet London Underground standards and passenger demand calculations.

Figure 44: Station axonometric showing proposed entrance location



During the design, the proportions and height of the building have been explored in both computer and physical modelling. The massing has been reduced as much a practically possible, allowing the simple form to nestle into its context.

The form of the entrance is uncomplicated with a flat roof so as not to dominate the existing station barrel structure. Square to the street elevation with a curing rear wall, the new entrance shape creates balance and gives hierarchy to the existing station by lightly touching the barrel, using a glazed cassette. The cassette is slightly recessed between the existing and new structures, pushed back by one existing glazed barrel panel which strengthens the curved profile at the west corner. The glazed cassette against the station barrel is lower than the entrance roof, which helps reduce the mass of the new structure and ensures that the existing barrel remains the prominent feature to the west elevation.

The entrance roof is approximately 6.1m above ground level and is flat green roof planted in sedum. This helps reduce building scale and gives a green aspect for residents in the adjacent Tait House.

The existing ticket hall sits roughly 2m above street level. LU station planning guidelines require 3m high clearance in public areas of the station, helping give a greater sense of space and improved passenger ambiance. This has been the starting point for setting out roof heights, with LU having agreed a reduced head clearance of 2.5-2.6m where the new stair landing connects to the ticket hall in order to reduce the height and massing of the overall building.

The proposal has undergone review for External Daylight and Sunlight Impact in accordance with the BRE guidelines. Only residential accommodation has been tested as per the BRE guidelines, which state that there is a higher expectation for natural light within residential uses than for other uses.

The only nearby residential accommodation was found to be Tait House to the east of the site. The windows within Benson House remain fully compliant and as such their daylight and sunlight values remain above expected within the urban grain. Equally, although three rooms within Tait House experience minor NSL transgressions, it is believed that the overall daylight and sunlight values remain above those expected within the urban grain.

It appears the proposal’s effect on overshaddowing amenity spaces in between Tait House and the Site will be unlikely (also refer to other report in this application - Review of External Daylight and Sunlight Impact).

5.2 Architectural scale, form and daylight/sunlight impact

Figure 48: Proposed model, low level view towards northeast from Wotton Street

Figure 46: Proposed model, high level view towards southeast from rail bridge towards Tait House

Figure 49: Proposed model, high level view towards west between Tait House and station barrel

Figure 47: Proposed model, aerial view with Tait House to right and station barrel above



5.2 Architectural scale and form (continued)

A green roof planted in sedum helps reduce building scale and gives an interesting green aspect for residents in adjacent Tait House. In parallel, using a combined drainage void in the roof creates a sustainable drainage system designed to attenuate and release surface water run-off at a controlled discharge rate.(also refer to other report in this application - SuDS Strategy)

Indicative greening of space with planting of mature trees

Figure 52: Section through glazed cassette adjoining station barrel beyond

Figure 50: Section through entrance and collapsible gates

Figure 53: Section through existing barrel connection and stair

Figure 51: High level view of proposed entrance



A strong and identifiably London Understand (LU) street presence is vitally important for our stations. The physical structures are calling cards for customers and represent the portals through which customers first experience the network.

London Undergrounds stations can be divided into a number of distinct categories that represent different station design types (The London Underground Station Design Idiom page 112). The station design types set common design elements and unique and special features.

Southwark Station, including the Waterloo East interchange ticket hall, was built as part of the 1999 Jubilee line extension (JLE) to Stratford and is considered among the finest late 20th Century public buildings in the UK. In order to maintain consistency and reinforce the heritage and high quality design of the JLE, the design of the new works follows guidance set out in the Design Idiom (as previously discussed in section 4.2).

The proposal for the Southwark station second entrance achieves a building which is a beacon within the local community, and enhances the strong LU brand identity and high levels of customer recognition of the organisation. It works with its urban context, providing a building which is balanced in form, massing and materiality.

With the broader application of the London Underground Design Idiom, the new second entrance to Southwark Station provides the following:

• The entrance applies double height space without being overly tall

• The entrance seamlessly links to the public realm, incorporating a forecourt area

• The entrance uses simple and strong architectural forms which are subservient to the existing station barrel, avoiding competing clutter

• The entrance is framed in a manner which projects the station sign, making it visible from key sight lines.

A key concept of the JLE stations has been maintained with the new entrance, directing passenger movement with light;

• Natural light will penetrate the entrance due to its double height nature

• Large frameless glazing makes up most of the street elevation, creating long views from the ticket hall to outside the station.

Natural light will wash down the barrel connection with the introduction of a glazed cassette - translucent glazing to the east will

5.3 Appearance

Figure 54: High level visualisation showing roof green roof

Figure 55: Visualisation towards entrance viewed from corner of Cons and Greet Streets

Roundel fixed to rail bridge, subject to ongoing discussions with Network Rail. The roundel can be illuminated from a directional spot light fixed to entrance, avoiding need for electrical supply to the bridge, thus eliminating high level bridge maintenance access.

Proposed entrance

allow defuse light into the station while obscuring passenger line-of-sight towards Taite and Benson House. Roof light visually separates the barrel and proposed entrance. Linear light fittings are proposed which are parallel to acoustic ceiling battens. This embraces the fanning alignment of ceiling, curved wall and direction of passenger movement



5.3 Appearance (continued)

Roundel applied to glazing New materials in keeping with JLE design palette

Sloped paving in recess to discourage pedestrian access

Integrated public realm with signage totem

Station and local information panels

Figure 56: Visualisation of station entrance viewed from Wooton Street Figure 57: Visualisation showing entrance closed in evening

The entrance has double height space (a requirement of the London Underground (LUL) Design Idiom), while at the existing station barrel connection, single height head clearance is applied due to the stair rising up 2m to the existing ticket hall podium. A derogation against LUL standards for a reduced head clearance at the top of the stairs (minimum 3m height on concourse and passgeways), has been agreed with LUL so that the overall building height can be lowered as much as practically possible.

The double height entrance helps improve the line of sight from the ticket hall, creating long open views out and into the ticket hall. This encourages passive surveillance and improves passenger experience through the space. The elevation is portioned into 7 horizontal panels, 3 to the entrance with centred roundel and 4 to the glazed wall. Vertical stainless steel panels on south corner anchor the entrance and allow more openness towards the station barrel.

Frameless glazing to maximise transparency. Internal display space visible from street

Note, external lighting column locations do not form part of the current application and will form part of the associated package of street works that is currently being discussed with LB Lambeth.

Glazed cassette connecting entrance to existing station barrel

Collapsible Bostwick gates are drawn from enclosure to the right

Due to the alignment of the station entrance, with the main glass façade facing away from residents in Tait House, any light spill generated will be attenuated significantly by the reflectance factors of the floor and walls. With approximately 15 metres between the development and the residential properties, the drop off is anticipated to be such that there will be no obtrusive light issues.

When the station is closed, light spill close to the station entrance will be considered negligible.

Only one potential source of obtrusive light is identified: the glazed cassette linking into the existing station. However, the glazed cassette is north of the residential properties and is recessed below the roof of new structure. Therefore, much of the spill is reduced by the roof structure itself (also refer to other report in this application- Lighting statement)

Radial feature ceiling and downstand beams and integrated lighting

Entrance matting and drainage channel




Figure 58: Visualisation of station entrance viewed from Greet Street rail arches

The glazed cassette against the station barrel is lower than the entrance roof, which helps reduce the mass of the new structure and insures the existing barrel remains the prominent feature to the west elevation.

In the small recess below the glazed cassette, pedestrian access which could cause antisocial behaviour is prevented by sloping the paving at an angle of 30 degrees. This slope makes it uncomfortable to stand while also helping prevent collection of windblown or deposited rubbish in the space.

The existing store’s roof being approximately 2.5m and could possibly allow unauthorised persons to climb onto the entrance roof. The risk has been reviewed and as the proposed entrance roof is another 3m above the store roof which makes it very difficult to lift a person at that level.

The rear entrance elevation facing the residents of Tait House consists of precast fair-faced concrete panels with a clear anti-graffiti and climb finish.

Its worth noting that as the entrance has a curving shape narrowing to a point, the entrance will appear smaller in bulk on the approach to the Tait House entrance.

Figure 59: Rear view of proposed station entrance with existing stores, viewed from Tait House entrance

Height of entrance does not rise past outmost curve of the existing station barrel

Glazed cassette connecting entrance to existing station barrel. Clear glazing to street and roof with translucent glazing on the rear elevation towards Tait house.

Existing Station barrel beyond

Gates to Tait House Existing Tait House stores

Proposed roof edge with sedum green roof

Precast concrete wall panels in keeping with existing station materials, includes a clear anti-graffiti and climb finish.

Sloped paving in recess to discourage pedestrian access

Existing podium with infill concrete wall

Refer to Section 6.0 for description of indicative public realm works.




Figure 60: Interior visualisation towards existing ticket hall Figure 61: Interior visualisation from ticket hall towards new entrance

Minimal changes to existing ticket hall such as gateline realignment, ticket machine space added to concourse, and removal of glass cladding to form access to new entrance means reduced operational impact on the station.

The new entrance will have an acoustic ceiling to reduce passenger noise while public announcements will be restricted to the ticket hall. Only emergency announcements will sound in the new entrance (also refer to other report in this application- Noise Assessment)

The structure is expressed (not hidden) in keeping with the JLE stations. Precast fair-faced concrete panels, down stand beams and structural frameless glazing (glass fins) are all key features of the JLE form.

Angled beams and acoustic ceiling battens fan-out from the facade to meet with the curving concrete wall, accentuating the direction of passenger movement. Beams carefully align with wall panel divisions, breaking up the space into a series of segments, thus controlling scale and giving balanced proportions to structural elements. Linear lights run parallel with downstand beams and are interspersed between ceiling battens.

A display space is visible from street and could be used for a variety of purposes including indoor garden, space for art, community display. During consultation, local residents showed preference towards an indoor garden or planting, similar to what has been promoted previously with Underground in Bloom programme.

Fair-faced precast concrete wall panels with expressed joints to line up with beams above with terrazzo skirting

Large frameless glazing in the entrance allows good line of sight and improved movement toward outside.

Entrance matting with collapsible gate and drainage threshold

Acoustic battens on a radial alignment in direction of passenger movement. Services trunking fixed to soffit, strip lighting runs parallel to ceiling panels

Existing clear glazing Breakthrough to new entrance, framed in steel cladding and bulkhead concealing new transfer beam to support existing glazed cladding rails. Directional signage incorporated.

Downstand beams with cladding drops below acoustic battens

Entrance station sign, collapsible Bostwick gate rails, services and lintel beam enclosure

Stairs with LUL nosing and grey terrazzo flooring

Fair-faced precast concrete beam and column

Existing glazing with translucent interlayer



5.4 Materials and finishes

Translucent external glazing Frameless structural glass system with glass supporting fins. Station sign and stainless steel bulkhead

Structural roof glazing system with glass supporting fins or steel fins.

Green roof system planted in sedum

Precast fair-faced concrete panels with expressed joints between panels

Terrazzo flooring and stair finish Entrance matting Textured stainless steel clad-ding with expressed joints between panels

Folded perforated metal acous-tic battens suspended from ceiling

Indicative materials and finishes will meet the LU Station Design Idiom and have a provable record of use and acceptance on LU infrastructure. Materials will be of high quality, generally long life, natural and neutral to add calm and clarity and will be self-finished, reducing the requirements to carry out unplanned maintenance and increase refurbishment/ modernisation cycle periods.

As previously discussed, the design for the new works will follow the JLE stations which have a distinctive palette of colours and materials. The LU Design Idiom, section 10.7 flashcard contains colours and materials (include greys, black, London Underground corporate blue, exposed concrete, grey terrazzo, metal and glass). Examples and are shown below.



5.5 Precedents

Tottenham Court Road Station - Acoustic ceiling with integrated ser-vices. Strong palette of robust materials using (grey tones), alignment of vertical and horizontal elements.

Tottenham Court Road Station - Entrance signage, frameless glazing and stainless steel cladding and enclosure for collapsible gates.

Bermondsey Station - Exposed concrete, expressed joints and regular shuttering marks.

Shepherds Bush Station - Stainless steel cladding, frameless glazing.

Southwark Station - Translucent glazing integrated in entrance feature.

Green roof system planted in sedum



Opening HoursThe proposed entrance will operate the same hours as the main station entrance (from 05:30 - 01:00 hours from Monday to Thursday, and for 24 hours on Friday and Saturday).

Staffing Arrangements This entrance shall be staffed throughout the station’s opening hours with an additional roaming member of staff.

Ticketing Ticket machines will be available for customers accessing the station via the proposed entrance, located outside the ticket barriers in the existing ticket hall.

Public Announcements The proposed entrance will not contain a public address system for regular use to limit noise from the entrance (remains in the existing ticket hall area). Announcements in the entrance will only be made during emergencies.

CCTV Surveillance CCTV, Access control and Intruder detection systems will be incorporated into the proposed entrance. Where cycle racks are provided, it shall have natural surveillance, be well lit and monitored by CCTV.

Security and emergency closureSecure closure of the proposed station entrance is assured by operation of a standard LU Bostwick gate system. An Emergency Do Not Enter (EDNE) electronic signage will be hung from the entrance as per LU standards.

Internal Wayfinding New signage will be provided within the station to make customers aware of the new entrance and routes that it provides (also refer to Section 3.0).

Step Free Access Step free access will be provided at the main station entrance. In the unlikely event of the main entrance needing to be temporarily closed, step free access will be provided adjacent to the main entrance, by repurposing an existing fire fighting lift. Staff would be available to assist customers (also refer to Section 3.0)

(also refer to other report in this application- Operational Management Plan)

The design considers design life and promotes the use of robust detailing and hard-wearing material finishes to facilitate ease of cleaning and low maintenance.

Materials for the public realm directly connected to the station will utilise robust hard landscape elements and finishes that will withstand heavy pedestrian trafficking and potential vandalism.

Limited access is required to the roof, as no plant equipment will be installed. Sedum roof requires little maintenance, however on occasion when access is required, a mansafe line system will be used while working on the roof (this reduces the visual clutter of having a perimeter guardrail). No fixed ladder will be attached to the entrance for roof access to prevent unwanted access (mobile access systems will be used).

Southwark Station is currently serviced via its existing main entrance for waste removal (refuse and recycling), which is stored in the Station and collected from street by LBS in line with its normal operations. These arrangements will remain unchanged with the proposed second entrance.

In the event of an emergency, emergency vehicles will be able to stop directly in front of the Second Entrance as required.

5.6 Operation, servicing and construction

A construction Logistics Plan (CLP) has been produced for the construction and management of the corresponding construction traffic by setting appropriate control measures, identifying and mitigating any potential adverse effects to local residents, businesses and communities.

Due to the constrained nature of the site, it is likely that the construction programme will be linear, with each element of work dependent upon completion of the previous element. The potential for parallel works has been explored but considered unrealistic due to extremely limited spaceavailable for equipment and material storage together with potential health and safety risks of concurrent works within confined areas.

There is no space available to install temporary site offices or welfare facilities within the site boundaries. Ideally, stacked portacabins might be positioned within the grass verge on the opposite side of Greet Street but this would be subject to discussion and agreement with all relevant parties. However, if this is not possible, existing facilities in Southwark Station would be used.

Off-site construction is utilised to reduce impact, disruption and reduce construction time on site. Building elements such as the precast concrete units will be lifted into place by a telehandler that will work within the site boundary. Constructing this wall first creates and acoustic barrier and reduces associated noise and dust due to later works. Prefabrication also minimises noisy works associated with in-situ concrete wall construction, also significantly faster.

The roof structure will be delivered to site in preformed elements and installed in layers, included the crating and sedum roof.

As this is a very small-scale project with an emphasis on pre-fabrication, there are not expected to be a great number of deliveries. Using experience from previous projects of a similar size, it is unlikely that deliveries will exceed 10 lorries per day.

A delivery booking system will be used by all subcontractors and operated by the site traffic manager. This simple system compliments a proposed ‘just in time’ delivery strategy, imposed because of a lack of storage space, small potential loading area, and limits on how many heavy goods vehicles (HGVs) can use the proposed access and egress route simultaneously. The vehicle access plans have been designed such that the vehicles load and unload away from residential properties and only use two residential streets to ingress and egress.

This will help avoid unnecessary vehicle movements to and from site and reduce the possibility of vehicles queuing outside of site, causing localised congestion. It will also contribute towards decreasing any potential negative environmental and/or social impacts that large amounts of construction traffic may have on the surrounding area.

(also refer to other report in this application- Construction Logistics Plan)

5.6.1 Operation 5.6.2 Servicing

5.6.3 Construction


The streetscape improvements to Greet Street create a high-quality pedestrian environment and a legible, safe and welcoming station entrance.

A generous, high quality pedestrian space is provided outside the new station entrance. This widened space will enable those using the station to circulate into and through the station entrance with ease. Street furniture, such as a timber bench located beneath two proposed trees (Carpinus betulus ‘Fastigiata’), enables pedestrians a place to dwell and pause. Other items of street furniture, including a litter bin, cycle stands and feature bollards, contributes to the enhanced public space and character of the station entrance.

The pedestrian priority further is enhanced outside the station through the introduction of a raised table to the Wootton Street/Greet Street intersection. This traffic calming measure slows approaching traffic and creates a safer crossing opportunity. A low kerb ensures that safety and legibility is retained for the partially sighted.

The pedestrian environment is enriched moving south on Greet Street with the widening of the footpath to the Greet Street/Cons Street intersection.

The Greet Street/Cons Street intersection introduces further traffic calming measures through rationalisation of the raised table surface material and a left turn into Greet Street at the southern end. A new tree (Crataegus x prunifolia) softens the intersection and aids way-finding between The Cut and the new station entrance.

Legibility and way-finding is an important part of the streetscape. A Legible London totem is located outside the station entrance, while a roundel is placed on the existing overhead rail bridge that will be visible from the The Cut. Further way-finding opportunities include markers within the paving surface, as identified in other locations within the London Borough of Lambeth.

6.2 Streetscape improvements

Figure 62: Illustrative plan - the streetscape improvements

LEGEND

1 New station entrance with living roof

2 Raised table (paved)

3 Raised table (asphalt)

4 Footpath widened

5 Proposed tree (Carpinus betulus ‘Fastigiata’)

6 Proposed tree (Crataegus x prunifolia)

7 Existing tree

8 Proposed short stay cycle stands

9 Indicative London Cycle Hire Scheme stands

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The intention is to create a safe and all-user friendly streetscape that supports the development of a new station entrance onto Greet Street.

The scope includes:

• Improvements to the street layout and overall pedestrian safety;• Increase the overall ‘greening’ of the street and seek to enhance

biodiversity wherever possible;• Improve the consistency and legibility of the streetscape; and• Create a recognisable and cohesive station entrance that is a

representation of the local character and the Jubilee Line.

6.1 Landscape scope

Figure xx: Illustrative Plan - The Station Entrance

LEGEND

1 New station entrance with living roof

2 Raised table (paved)

3 Low kerb (15-20mm high)

4 High-quality concrete flag paving to widened footpath

5 Proposed tree

6 Existing tree

7 Proposed short stay cycle stands

8 Timber bench seat

9 Legible London totem

10 Litter Bin

11 Feature bollards

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6.0 The proposal - urban realm (landscaping strategy)


6.3 Greet Street enhancements

Figure 63: Illustrative existing view looking north at the Greet Street and Cons Street intersection Figure 64: Illustrative proposed view looking north at the Greet Street and Cons Street intersection



The surface materials and street furniture proposed for the streetscape improvements will be robust, easy to maintain and of a high quality in order to create a welcoming character and to the station entrance with a focus on pedestrian priority. The surface materials and street furniture is to be influenced by the existing palette to Greet Street and the surrounding environs to create a cohesive and legible public realm.

• Surface Improvements• A paved raised table to the station entrance, the Greet Street/

Wootton Street intersection• Widening of the footpath to the east of Greet Street• Low kerbs (15-20mm high) where the footpath meets the raised

table• High-quality pre-cast concrete paving flags to the pedestrian

footpaths (to London Borough of Lambeth adoptable standards)• High-quality pre-cast concrete blocks to the raised carriageway (to

London Borough of Lambeth adoptable standards)

Street furniture

Street furniture has been carefully considered and will contribute to the overall character of Greet Street and the station entrance. Street furniture is to be robust and easy to maintain, whilst providing visual interest and

• Timber bench seat outside the station below the proposed trees• Feature bollards to the station entrance and a bell bollard to the

Greet Street/Cons Street intersection• Litter Bin• Short stay cycle stands• Permeable resin bound aggregate tree pit finish• Legible London signage, including the Legible London totem• Way-finding markers within the footpath surface

Soft LandscapeThree trees are proposed within the streetscape improvements. Two trees (Carpinus betulus ‘Fastigiata’) are located outside the station entrance and the other (Crataegus x prunifolia) at the Greet Street/Cons Street intersection. The trees enhance the visual appearance of the streetscape through softening and greening. The trees will complement those that are existing on the western side of the street. The proposed tree species provides excellent year-round visual interest. The introduction of three additional trees will also contribute to the overall biodiversity of the street.

6.4 Surface materials, street furniture and soft landscape

Paving materials, raised table and low kerb

Legible London totem

Legend (surface materials)

Pedestrian footpathConcrete flag paving

Raised tableConcrete block paving (or similar)

Raised table AsphaltCarriageway Asphalt(Carpinus betulus ‘Fastigiata’) Crataegus x prunifolia

Feature bollards Way-finding markers

Permeable resin bound aggregate tree pit finish

Litter binTimber bench

Bell bollard


Figure 66: Illustrative proposed surface materialsFigure 65: Example surface materials , street furniture and soft landscape

Southwark Underground Station Second Entrance Design and ... · In addition to background growth,...

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