East Midlands HS2 Hub - Toton High Speed 2 (HS2) is new rail route from London to Birmingham to be completed by 2026 and later to Manchester and Leeds by 2033. Along the Leeds branch of the route a station is planned between Nottingham and Derby at Toton. The location of the station offers good links for commuters to London and also presents an opportunity to be a destination itself. The site provides a location for businesses with good links to the rest of the UK and internationally via East Midlands Airport. A new station will provide a focal point for the local area along with improving links between Nottingham and Derby.
Universtiy of Nottingham
Derbyshire
Nottingham
Derbyshire Stapleford
Beeston
Sandiacre M1
Tram
Tram
Derby A52
A52
Toton
M1
A453 Long Eaton
HS2
Nottinghamshire
Rail
A50 Nottinghamshire
Leicestershire
East Midlands Airport
Derby - Nottingham
1:100000
The site is located in the Nottingham suburb of Toton at the existing rail sidings. It has good connections to Nottingham and Derby as well as the M1.
There is the possibility of extending the existing Nottingham tram which currently ends next to the site through the site connecting to the proposed HS2 development and continuing into Derby city centre and East Midlands Airport.
Local Area
1:50000
There are a number of towns near to the site however Toton does not have a town centre/ high street.
The development presents an opportunity to provide a centre for Toton providing shops and amenities for the community.
The River Erewash runs through the site and acts as the border between Nottinghamshire and Derbyshire.
Year 5 Portfolio
01
MArch (Hons) Architecture
James Michael Brown 11208716 - University of Lincoln
Cities +
Building
Introductory Design Project
Introductory Design Project The project began with the design of a repeatable component that could later form part of a wider masterplan. The residential block draws from existing projects but challenges the what has come to be expected from new homes in the UK. The units offer spacious flexible living and respond to the local climate. Introductory Design Project Cities +
Cities +
Building
The site contains a mixture or residential and commercial units with good links to the existing transport links around the site. There a currently barriers across the site preventing movement form East to West which are addressed with an extension to the existing Nottingham tram line and proposed cycle and pedestrian routes across the site and rail lines. Village centre for Toton and a new business district extending towards the River Erewash have also been created.
Building The new station for HS2 provide the focal point of the site and a new transport node for the area. It provides a fast link to London and is an important connection for passengers travelling to Nottingham and Derby. Close integration with the existing Nottingham tram system is important as well as designing a destination for passengers. The topography of the site provides and opportunity for the tram line to cross the rail line and provides an access point to the station from above the platforms.
Brief
02
MArch (Hons) Architecture
Toton Site
1:10000
Building The new station for HS2 provide the focal point of the site and a new transport node for the area. It provides a fast link to London and is an important connection for passengers travelling to Nottingham and Derby. Close integration with the existing Nottingham tram system is important as well as designing a destination for passengers. The topography of the site provides and opportunity for the tram line to cross the rail line and provides an access point to the station from above the platforms.
The station will act as the centre point and focal point of the development. As the arrival point for many it define the area and should leave a lasting impression on its user.
Provide location where transfer between multiple methods of transport is smooth and simple.
The area around the station will act as an interchange for the various methods of transport as well as being a destination itself.
Be a destination itself connecting the adjacent business and residential districts.
The stations location between Derby and Nottingham will requires that the site easily connects to the city centres. With the existing Nottingham tram line already touching the edge of the site this will be extended across the site and will then continue to Derby and East Midlands Airport. The central area will need to allow for smooth travel between the tram stop and the new station along with other methods of transport such as buses, cars and importantly the cycle routes to the station.
Aim
Pedestrians will be the focus of the interchange with limited interruptions form vehicles.
Provide facilities to extend the stay of people during there travels. The interchange should provide for non-travellers as well as travellers, with facilities to encourage nearby residents to visit the area. As the station will be overlooked from adjacent bank it should minimise the impact on the existing landscape. The interchange will be sustainable and an environmentally responsive space.
Targets
Station Design Principles for Network Rail (2015)
Design Standards for Accessible Railway Stations (2015)
The following 12 criteria have been identified as prime drivers by Network Rail.
Access: Substitute transport, blue badge parking and drop-off points easily accessible to disabled people without the need to cross traffic. Obstacle-free routes. Manifestations on glazing and visibility through doors. Wheelchair accessible toilets and other amenities. Accessible ticket counters.
Dissatisfiers: Safety and Security Public Performance Measure Targets and Reliability Inclusiveness and Accessibility Capacity and Future Proofing Intermodal Exchange and Wayfinding Whole life Cost and Operation System Approach Sustainability
Lifts: Lift dimensions of 2m x 1.4m to accommodate 1 wheelchair + several other passengers. Through lifts with 1.5m x 1.5m landings. Located near to stairs. 1.1m clear opening. Seating provided close to lifts. Lifts on platforms should be sheltered.
Enablers: Urban Integration Retail, Social and Business Standardised Approach Passenger Experience and Delight
HS2 Engine for Growth: East Midlands Hub Station (2013) 4 platforms for high speed services. 4 platforms for conventional services. 2 fast lanes for non-stopping services.
Ramps: Individual flight no more that 10m. Width minimum 1.5m Landings at either end should be at least the width of ramp. 1.8m minimum width for passing wheelchairs. Width greater than 2.5m requires central handrail. 100mm upstand along open edges. Stairs: 1.6m minimum between handrails. Rise between 150-180mm. Going between 300-450mm and uniform across the entire flight.
No overlap and closed risers. Recommended no more than 20 risers in a flight. Non-slip contrasting nosing. Protected area beneath stairs. Escalators: Angle of between 30-35°. Width between 580-1100mm. Height of steps 210-240mm. Tread depth 380mm Should not be used as a substitute for stairs. Located near stairs. Recommended run-off of 5m. Barriers extend 1.5m in front of escalator. Seating, Waiting Rooms and Shelters: A minimum of one seating area on each platform and space for a wheelchair user. Space for a assistance dog to lie clear of the pedestrian route. Seating should allow for a companion to sit next to a wheelchair user. Seating for wheelchair users should be protected from wind and rain. Clear aisle space of 1.2m in front of seating. Waiting rooms should be located in the centre of platform with doorways on both sides. Waiting rooms should allow for passengers to stay informed of train arrivals and departures. The waiting room should be aligned with other platform furniture. Doors should be automatic. Doors should be offset to minimise draughts.
Wall
Column
Station Design Requirements
HS2 Platform
Location Plan
Initial Concept
1:10000
Aim + Concept
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Platform Design Requirements
1:100
Non-HS2 Platform
Visible from site
Local Transport Vernacular
Springfeild Mill Factory and Chimney
Toton Lane Tram Stop Along with the Great Northern Railway Warehouse and the British Waterways Warehouse, Springfield Mill is an example of the type of building often found along canal and next to stations. In many cases these have now been renovated into apartments or offices.
Built: 1888 Grade II listed: 1986 Architect: John Sheldon Function: Lace factory Facade: Red and Yellow brick with red, yellow and blue brick and stone dressings
Built: 2015 Function: Tram stop Facade: Silver panelling
The new Toton Lane tram stop has a contemporary look to it with little decoration. Most of the tram stops on the Nottingham Express Transit route take a similar approach including the stop at Nottingham Station.
The brick facade is a common element in these buildings and is one option for the buildings around the square.
Ratcliffe-on-Soar Power Station
Nottingham Station
Built: 1968 Function: Coal Power Station Facade: Concrete
Built: 1904 Grade II* listed: 1972 Architect: AE Lambert and Charles Trubshaw Function: Station Facade: Red brick, terracotta and faience Although not a great example of aesthetically pleasing architecture the power station can be seen from the site.
Local Rail + Canal Vernacular
Recently renovated, Nottingham Station combines the old with the new. Curtain walling has been added to the entrances to create a greater amount of indoor space. The station sits above the platforms in a similar way to the design I am proposing for the Toton HS2 site.
Modern Day Stations
Great Northern Railways Warehouse
Crossrail Place
Built: 1857 Grade II listed: 1983 Architect: TC Hine Function: Corn Warehouse Facade: Red brick, with ashlar and white dressing
Built: 2015 Architect: Fosters + Partners Function: Station Facade: Spruce glulam with ETFE cushions
Crossrail Place consists of a large covering similar to that of Waterloo, Kings Cross and St Pancras. The covering uses glulam and ETFE with panels left uncovered to create an indoor-outdoor space on the top floor.
British Waterways Warehouse
London Bridge Station
Built: c1919 Grade II listed: 1995 Function: Canal warehouse Facade: Red brick
Built: 1864-7, redevelopment ongoing Grade II listed: 1988 Architect: CH Driver, redevelopment by Grimshaw Architects Function: Station Facade: Yellow brick with stone and polychromatic brick dressings
Local Vernacular + Precedents
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London Bridge Station takes an alternative approach to covering the platforms with each platform being covered separately. Due to the nature of the site for the Toton HS2 Station the platforms will be overlooked from a nearby bank. An approach such as this may present a more aesthetically pleasing view to passers by than a single covering over all platforms.
1. The deck being proposed will be the intersection of roads, rail, tram, pedestrians and a cycle route. As a result there are a number of different paths crossing at this point.
4. Shifting the tram route to the opposite side of the cycle and pedestrian routes allows for long uninterrupted views to the south. It also allows for the tram stop to be positioned centrally on the deck directly above the train station platforms.
In many cases this intersection will be the beginning or end point of peoples journey.
2. Raising the tram, pedestrian and rail routes allows for them to be uninterrupted by the rail and road routes.
5. To prevent cycle usage through the pedestrian square the cycle route has been moved to past the tram stop. This makes the deck a pedestrian only area whilst also allowing for cycle storage next to the main square. It also allows for direct access to the trams for cyclists.
The topography of the site allows for the tram, cycle and pedestrian routes to come in above the station platforms. The road below the deck is predominantly used as access to the station providing nearby parking and drop off/pick up points for people continuing there journey either by rail or by tram. As a result this is considered a secondary route at the intersection with public transport and pedestrian routes taking priority.
3. The tram route after crossing the rail tracks heads down the side of the track towards Long Eaton.
6. Away from the main square the cycle and pedestrian routes combine and continue in such a way for the duration of the site.
On the other side of the tracks the routes bend to head towards the residential centre.
The upper routes provide convenient access to the train station and creates a pedestrian square outside the front of the station that is not interrupted by the various methods of transport. Not only does this provide a pedestrian square it also improves the links between Derbyshire and Nottinghamshire that were previously blocked by the rail lines.
Intersection Hierarchy
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The deck is the intersection of the tram, rail, pedestrian and cycle routes. As such it needs to provide for multiple users and needs to be able to adapt to the climatic conditions of different seasons and the time of day Over the course of the year the rainfall stays fairly consistent, this means that the covering for the deck needs to change quickly for the space to be successful all year round.
Winter December
January
Spring February
March
April
Summer May
June
July
Autumn August
September
October
November
W
The wind peaks in the winter months so wind shielding would be appropriate at these times, predominantly to the west/south-west.
SW
The higher temperatures of the summer months means that solar shading should be used during these times. This can be incorporated into the covering so it provides both shelter from the rain and solar shading when appropriate.
NW N
primary users
S
The deck outside the station entrance will be predominantly used by commuters departing and arriving on the tram and rail lines. The long linear covering during this time period reflects the fast paced nature of the movement with people keen to reach there destinations quickly.
E
NE
06:00
business
6:00am to 9:00am - Morning Rush Hour
SE
prevailing wind
Sun
rise
Over the year the amount of covering is determined by the climate with reduced cover during the summer months, dependent on weather. During the Winter and Autumn months artificial lighting is needed.
Commuters to/from station 09:00
9:00am to 12:00pm - Late Morning
Once again the covering reduces during the summer months performing as a shelter during the winter months and providing solar shading during the summer.
leisure
By this time the majority of commuters will have made it to there destination and so the deck becomes a more free form space with areas defined by the covering around the cafes and shops. During this time it becomes a more leisure orientated space.
Parents with preschool children
12:00 12:00pm to 15:00pm - Lunchtime During lunch ours the seating will spread onto the deck providing places to eat for both the workers of the nearby businesses and the leisure users of the space. The rain cover and solar shading remain in place for the appropriate seasons.
Workers + parents with preschool children
15:00
15:00pm to 18:00pm - Evening Rush Hour
et
Suns
For the Winter months a more direct route is provided for commuters heading home. During the summer less direct covering is offered to encourage commuters to use the cafes/bars/restaurants before heading home. Artificial lighting will again be needed for the winter months.
Commuters + school children 18:00
18:00am to 21:00am - Evening In the evening the area becomes a place of leisure with cafes/bar/ restaurants providing destinations for families, couples and friends to spend their evening. The winter covering provides an area that can be used all year round. Families
10 knots
60mm
21:00
m
ARC9007M - Building
Wind direction data from www.weatheronline.co.uk for Nottinghmam 1982-2015
6 knots
ds
win
40mm
20mm
10 days
days of rain
22
8 knots
rainfall
Yearly and Daily Conditions
Climate data from www.metoffice.gov.uk for Watnall 1981-2010 10km from site
10 d at pee
5 days
20 °C temp range
Canopy Overview The canopy will cover the platforms and station entrance all year round.
year round cover
The areas in front of the buildings are also covered for large parts of the year to allow for outdoor seating.
least covered areas
The main routes to and from the station and tram stop will also be covered depending on weather. Morning Rush Hour Movement During morning rush hour the movement through the square will be predominantly towards business related area of the site from the tram stop, the station and the residential area.
6.
The routes during this time should allow for fast direct movement, this will me reflected in the square covering and the square arrangement.
5.
Offices Evening Rush Hour Movement In the evening the movement will be predominantly in the opposite direction to the morning rush hour. During the summer months the space will be arranged to encourage people to stop and relax before leaving the area by tram or train.
Hotel/ Residential
3. Ticket Office, Retail, Cafe + Tram stop
1 stFlo
or
Circulation
Retail
Groun
d Floo
Lower
Groun
r
Hotel Entrance + Amenities
d Floo
r
2. Lifts to platforms
Recessed Frontage By having recessed front it allows for year round seating that will not interfere with the movement of the square users during the morning and evening rush hours.
4.
1.
Station Offices
Circulation
The seating can be expanded upon when necessary.
Acoustic Screening
1. Station Platforms
2. Deck
3. Food, Shop + Tram Stop
4. Station Offices
5. Hotel + Apartments
6. Offices
As the square is located above the tracks acoustic screening at the edges with help to reduce the noise as train enter and leave the station.
Access to the platforms will be via lifts, stairs and escalators located through turnstiles on the deck.
The deck acts as the concourse for the station as well as a public space. It provides a large open space with covering dependent on the current weather and time of year.
The building provides shops and eating facilities.
The building house the offices directly associated with the station with public stairs and lifts provided within the building to access the drop off point located at lower ground level.
A hotel is located on the corner of the deck to provide a convenient location for commuters to spend the night if they require. The building also contains a number of private apartments.
The lower levels of the building provide a connection to the business park located to the west of the deck.
The platforms can alternatively be accessed from the far end of the platforms by using the bridge crossing the tracks. The platforms will consist of interior and exterior waiting spaces and toilet and changing facilities.
Design Considerations
Deck Layout
Town Square
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On the east side the deck joins level with the existing land before extending out across the tracks.
At the rear of the building the tram passes through providing an easy connection with the train station. The cycle route will also pass across the back of the building with facilities for bike storage and changing facilities provided within the building.
A secondary entrance is located on the lower ground level providing access for customers arriving by car and bus.
Stairs, lifts and escalators provide access from the deck to the lower ground level with retail opportunities present at deck level and the lower ground floor. The upper levels consist of a number of offices.
Photovoltaic Panels
The covering will help to define the space for different circumstances dependent on the weather.
The roof of the central building will be angled to create a south facing surface for photovoltaic panels.
A mixture of permanent fixed cover and elements that alter will be used to create a flexible space.
The remainder of the roof will be used as a seating area for the restaurant located on the upper floors.
Rainwater Collection Rainwater will be collected from the main square and fed down to the platforms provide water for the platform toilets. Roofs will also collect water on the higher levels to be used for plant watering.
Solar Shading The south facing windows will need to be provided with solar shading to prevent the buildings from over heating. On the square and platforms areas will be provided with shading depending on the weather.
Development Wind Screening
The primary structural supports for the deck and the buildings above will be positioned along the platforms.
Due to the open nature of the deck wind barriers will be positioned along the edges and at intervals across the deck to prevent wind tunnels.
This creates spans of around 10m across the tracks and 25m towards the ends. On the east side of the track the deck will connect to the existing bank.
Natural Lighting
The primary structural supports will be columns rather than walls to create a more open space along the platforms.
By opening up sections of the deck natural light will be able to reach the platforms.
In some areas the supporting structure will present an opportunity to enclose the amenities on the platforms.
Structural Strategy
This will result in a reduced need for artificial lighting and will make the platforms lighter.
Environmental Strategies
Strategies
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Space Strategy
1 E
2
3 F
4 G
i E
A
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B
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1. ii iii
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iv C
C 1.
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vi
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2. 3.
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4.
D
D 5.
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4.
xiv
xiii
a
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b 1.
D
D xiv 5.
c 6.
6.
Lower Ground Floor - Platform Level
d
1:500
Floor Plans
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E
F
G
e
Platforms
1:200
E 1.Waiting Room 2.Lift to Deck Level 3.Toilets and Shower Facilities 4.Baby Changing and Disable WC 5.Arrival + Departure Sign 6.Seating Area
1
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4
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viii ix x
B Shop
B 1:200
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F
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D
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G 9.
xiv a
12.
A
b
11.
B
1.
A
B ii iii
c 13.
6.
iv
Ground Floor - Deck Level
d
1:500
Floor Plans
26
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E
F
G
e
7.Cycle Route 8.Tram Stop 9.Cycle Storage and Showers 10.Shop 11.Ticket Office/Information 12.Toilets 13.Deck 14.Turnstiles
C Ticket Office F
C 1:200
G
v
1
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E
4
F
G
i
15.
A
A 16.
B
17.
B
ii iii iv
C
C
v
vi vii viii ix x
xi xii xiii First Floor
1:500
D
D
1
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E
15.Shop/Food 16.Balcony Seating 17.Access to Hotel
xiv
4
F
G
i
18. 19.
A B Second Floor
20.
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A B
1:500
ii iii iv
Floor Plans
27
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C
C
v vi
18.Plant Room 19.Shops/Food 20.Outdoor Seating 21.Access to Hotel
Sections
28
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Section A
1:200
Section B
1:200
Sections
29
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Section C
1:200
Section D
1:200
Section E
1:500
Section F
1:500
Section G
1:500
Sections
30
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Visuals
31
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