Section Title here (change colour to relevant section) Design & Access Statement for the Northern Line

ess Statement for the Northern Line Extension 15

3.0 Station Design

3.1 Introduction
3.2 Functional and Operational Requirements of Stations
3.3 Overarching Design Principles
3.4 Nine Elms Station
3.5 Battersea Station
16 Design & Access Statement for the Northern Line Extension S e c t i o n : T3i t. l0e Sht ea rt ei o (nc hDaens gi ge n c o l o u r t o r e l e v a n t s e c t i o n )

3.1 Introduction SITE

Figure ANALYSIS WIDER
3.1 Northern Line CONTEXT
Extension Stations - Contextual Overview (Indicative)

3.1.1 This section covers the design of the

station boxes the structures which
enclose the platforms, ventilation and
draught relief systems, emergency
intervention, ticket halls, circulation and
staff accommodation - and indicative
design of the above ground elements
of the station such as the station
entrances. The detailed design of
the station entrances, their external
appearance and associated landscaping
is reserved by planning condition.
3.1.2 It is worth noting that before the public
realm is completed at both station sites,
there is the potential that interim works
may be required during the period
when the station opens to the public
and commencement or completion of
the development at Battersea Power
Station or the over site development
(OSD) at Nine Elms. To help set out
how the designs have taken this into
account, illustrative material has also
been described in Sections 3.4 and 3.5,
demonstrating how the stations may
relate to these adjacent developments.
3.1.3 The general design principles for the
stations have been set out in Table 3.2.
This identifies the principles which have
informed the design to date and those
which will be taken into account through
subsequent design development.
NORTHERN LINE EXTENSION BATTERSEA
 S e c t i o n T i t l e h e r e ( c h a n g e Sceocl toi o
unr :t o3 .r0e lSe tvaat ni ot ns eDcet si oi gnn) Design & Access Statement for the Northern Line Extension 17

3.2 Functional and Operational
Requirements of Stations
4. All infrastructure design and all
Functional requirements
3.2.1 The functional and operational
requirements have a significant influence
on the design of the stations. The
design of stations has been developed
in accordance with the London
Underground Limited (LUL) Category 1
5. All station and train design and all
Standards, which are mandatory. The
stations have been designed to the
following standard:
the LU brand, in all customer and 11. The use of line identifiers and
staff environments. network identifiers must be
consistent and clear. Network
identity elements will be the
elements of a stations design
principal means used to identify LU
will take account of the need for
environments and products.
passengers to assimilate their
environment as simply as possible, 12. Only the corporate icons and
enabling them to move with identifiers, including the use of
confidence through a station. graphics, as defined in Company
standards, shall be used.
elements of a stations and a trains Operational requirements
design, will take account of the
In terms of operational requirements, the
need to move passengers with as 3.2.3
3.3 Overarching Design
Principles
There are a number of common
3.3.1
principles for the designs of the stations
based on the requirements listed above,
as well as urban design requirements
which are intended to ensure that the
proposed stations integrate with their
surrounding areas. These principles
have been taken into account in the
station designs and will also inform the
subsequent detailed design stages for
both the external appearance of the

Being structurally sound with a life
span of up to 120 years;
Provide a ticket hall, platforms
and vertical circulation elements
that accommodate the projected
passenger demand;
Enable passengers to evacuate
the station safely under emergency
conditions; and
Providing appropriate systems
for ventilation, draught relief and
emergency intervention.
3.2.2 Stations have also been designed to
consider LUL 12 standard principles of
design including:
1. The scope of the design should
encompass all aspects of the
Companys look and feel, not
just those things passengers
experience.
2. Infrastructure design and all
elements of infrastructure design,
will endeavour to contribute to an
environment in which customers
feel secure.
3. The needs of impaired users will
be met in a consistent manner and
through designs which enhance
little delay to them and others as stations have been designed to include: station buildings and the associated
possible. landscaping/public realm work.
Step-free access;
6. Stations will always exhibit basic Intuitive way-finding; 3.3.2 Table 3.2 overleaf sets out the general
World-class features and will principles for the stations while
Congestion free circulation;
always embrace and balance paragraphs 3.4.14 and 3.5.10 set out
Staff accommodation;
in their design, functionality, specific design principles for Nine Elms
Ticketing facilities; and Battersea stations respectively.
distinctiveness, and a sense of
LUs continuing commitment to a
Gate lines;
positive contribution to the civic Security control and communication
scene. systems; and
Evacuation facilities.
7. The concept of zoning, to
segregate and demarcate 3.2.4 Stations have be designed to
unrelated activities will inform all accommodate forecast passenger
station development activity. demand and, in accordance with
relevant good practice guidance,
8. All fixtures and fittings will be
particularly London Undergrounds
developed and installed to make a
Station Planning Standards and
positive contribution to the overall
Guidelines and World Class Stations
environment in which it is located.
Good Practice Guide.
9. Materials and finishes will be
3.2.5 Step-free access into and out of the
consistently applied across the
stations from the public realm has
whole of a station, wherever
been incorporated into the landscape
possible.
proposals and the public realm
10. The corporate colour palette will be immediately outside of the stations will
applied in all environments in ways be designed in general accordance with
that enhance the LU brand and TfLs Legible London initiative, to help
make the use of an environment pedestrians find their way, especially
easy and pleasant. when leaving Underground stations.
18 Design & Access Statement for the Northern Line Extension S e c t i o n : T3i t. l0e Sht ea rt ei o (nc hDaens gi ge n c o l o u r t o r e l e v a n t s e c t i o n )

Table 3.2 General Design Principles for the Stations

Project Technical requirements Urban design requirements
element
Station The station has been designed to: Details of the external appearance of the stations shall have appropriate regard to the
box be operationally independent of the OSD. following design principles:
OSD construction: Design of the station should facilitate a high quality, comprehensive
structure accommodate the appropriate scale of development of any potential OSD.

cater for a train length of 114m, to ensure that the station can accommodate longer
OSD to be built at an undefined later date.
OSD access and servicing: Station design should include or allow for the later addition
trains than those currently in use on the Northern line.
accommodate the requirements of the tunnel ventilation systems, including the
of cores for OSD and appropriate servicing and access arrangements.
OSD life span: Consider the relative predicted life span of the station and the OSD so
appropriate vertical air ducts.
take account of the necessary ducts, louvres and plant associated with the cooling and
that the structure allows for both the construction and demolition and reconstruction of
OSD without the need to interrupt the operation of the station.
ventilating of the various plant and accommodation rooms.

The ticket hall and escape cores have been designed to take account of the need for the
station to remain open during the construction and demolition of any OSD. To do this the
designs have incorporate a crash deck to provide protection to passengers and emergency
services entering and exiting the station building.

Details of the external appearance of the stations shall have appropriate regard to the
following design principle:
take account of the necessary ducts, louvres and plant associated with the cooling and

ventilating of the various plant and accommodation rooms.

Internal Stations and Premises comply with category one standards and would comply with the In defining the precise internal layout, TfL shall have regard to the following:
layout Building Regulations and relevant British standards. Where any conflicts arise between Clean and simple: Provide a clean & simple environment free of clutter, excess detail

Building Regulations and this standard, compliance with this standard shall take prec- and signage.
edence except where a breach in the Law would arise. Continuous public realm: Consider the internal space as a continuous part of the public

realm outside of the station.

Space for normal operations in stations has been planned to:
a) minimise congestion;
b) be resilient to surges in demand and train service disruption;
c) provide sufficient non-passenger space to enable staff to function efficiently.
Station size has been determined by the space requirements of all required activities, e.g.
Desire lines: Provide direct, legible and easy to understand routes from the gate line to
internal destinations and exits.
Wayfinding: Provide opportunities to integrate simple signage that complement direct
and easy to understand routes through the station.
Dwell spaces: Provide dwell spaces appropriately located relative to entrances, gate

emergency escape provision, access for the emergency services, ticket purchase, retailing,
vending, passage through the gate-line, way-finding, access to and from platforms, waiting
for trains, boarding and alighting from trains and staff accommodation.
Station design has sought to ensure that obvious routes with minimum travel distances, are
free from obstructions, have good lines of sight and avoid dead ends and hiding places.
lines and information boards providing direct views across the station.
Commercial: Consider opportunities for commercial uses to be inserted in appropriate
locations within and around the station.
Flexibility: Create flexible spaces that can be used for different purposes at different
times of the day and week.
Adaptable: Be adaptable in order to accommodate future changes to the use of space

The stations have been designed to ensure that persons of reduced mobility can move
between street and train via step-free routes between levels, which comprise of lifts, ramps
and level access between platform and trains.
A bank of three heavy duty metro type escalators between surface level and ticket hall has
been included at each station. To achieve a minimum platform width of 3.0m these have
been located in the centre of the platforms.
and changes in technology.
Microclimate: Consider micro-climate created by the interface between the street
entrance and the underground tunnels in order to create a comfortable environment
that minimises energy consumption.
Natural light: Maximise the potential of natural day light into the ticket hall to create a
natural airy and light environment while minimising energy requirements.
 S e c t i o n T i t l e h e r e ( c h a n g e Sceocl toi o
unr :t o3 .r0e lSe tvaat ni ot ns eDcet si oi gnn) Design & Access Statement for the Northern Line Extension 19

Project Technical requirements Urban design requirements

element
Internal Escalators to maintain an uninterrupted run off width through the ticket hall to minimise Place-making: Develop an internal character of the station that reflects and enhances
layout passenger congestion at the ticket hall level. the existing and new character and identity of the surrounding neighbourhood in a way
(continued) that creates an appropriate gateway to the area.
A designated fire lift accessible from street level have been provided at both stations.
The layouts of the station have been designed to allow for plant replacement, including ap-
propriate arrangements for vehicular access.

Station Details of the external appearance of the stations shall have appropriate regard to the Details of the external appearance of the stations shall have appropriate regard to the
entrance following design principles: following design principles:
design The entrance level should be set out in accordance with flood protection measures. Quality: Should be of a high quality and have regard to LULs ambition for World Class

The station entrance should remain open and operational during the construction, Stations.
demolition and redevelopment of any OSD. Quality: Stations should also be in keeping with its surrounding area.

Identity: Create a distinct identity, signalling the presence of the London Underground

station.
Location: The station entrance(s) should be positioned to respond to desire lines in

between the gate line and surrounding destinations and to enable good sight lines and
ease of wayfinding.
Size: the entrance should be dimensioned to allow for predicted pedestrian flows

along with any regular or extraordinary servicing requirements.

Passive capacity: Entrances should consider the need to provide additional capacity

passively to cater for future increases in demand.

Step-free access: Step-free access into and out of the station must be provided.

Station entrance structures at street level will need to include provision for louvres at

least five metres above ground to provide ventilation for the station.

Landscape Details of the landscape scheme shall have appropriate regard to the following design Details of the landscape scheme shall have appropriate regard to the following design
and principles: principles:
the station should provide public transport interchange facilities with other modes of The quality of the public realm should be of a high standard to reflect the importance
interchange
facilities transport, such as bus and bicycle of the NLE station and the VNEB regeneration.
adequate cycle parking provision and storage should be provided (further detail of The design of the public realm should provide good access to public transport.

which are provided in Section 5 on Access).

The station should be integrated with the existing and planned public realm and be
easily accessible and visible to pedestrians, bus users and cyclists at street level.
Allowance to be made at surface level for cycle parking/cycle hire facilities.
Clear pedestrian and cycle links should be provided between the station and the wider
VNEB area.
Wayfinding and signage should provide clear routes for pedestrians and cyclists
arriving at/leaving from the station, using Legible London principles (see Section 5 for
further details).
20 Design & Access Statement for the Northern Line Extension S e c t i o n : T3i t. l0e Sht ea rt ei o (nc hDaens gi ge n c o l o u r t o r e l e v a n t s e c t i o n )

3.4 Nine Elms Station Figure 3.3 Nine Elms Station Existing Site with Proposed Station Box (Indicative)

Location
3.4.1 The proposed site is shown in Figure
3.3 and bounded by Wandsworth Road
to the east and Pascal Street to the 1
south. The site is currently within three
separate land ownerships, Sainsburys,
Banham Security and Covent Garden
Market Authority (CGMA). 2
3.4.2 CGMA land lies immediately to the
west of the station site beyond which
is a railway viaduct, which is visually
dominant and acts as a physical barrier
3
to movement in the area.

Context
4
Surrounding land use
3.4.3 The surrounding uses currently include: 5

1. Railway viaduct 6
Sainsburys supermarket

OAD
2.

R
3. Sainsburys car park

RTH
7
4. CGMA access road

O
DSW
5. CGMA boiler house
8

WAN
6. Sainsburys petrol station
7. Proposed station box 9
8. Banham Security offices
9. CGMA offices (Covent House) 10 PAS
C AL
10. Housing (mixed tenures). STR
EET
3.4.4 Banham Security submitted a fully
detailed planning application in 2011 to
redevelop and intensify the site for office
and residential uses. The proposal did
not make any provision for the NLE at
either above or below ground levels.
Following discussions with LB Lambeth
GLA and TfL, the applicant withdrew the
application.

Currently CGMA has no proposal for the
3.4.5
Covent House site and associated land.
It is understood that the head office or
boiler house will be relocated as part of
the longer term redevelopment of the
wider Covent Garden Market site.
3.4.6 LB Lambeth have resolved to grant
planning permission to Sainsburys,
subject to completion of a section106
agreement. This is a mixed use
development, including a replacement
retail store, residential units, and
community and office space. The outline
element of the Sainsburys proposal
anticipated a station entrance located
on the southern edge of their site facing
onto Wandsworth Road.
Character
3.4.7 The site is located adjacent to the busy
Wandsworth Road in an area defined by
residential, large-scale retail and light
industrial uses. Residential properties
(including a sheltered housing block)
are located on the south side of Pascal
Street opposite the proposed station site
and to the east of Wandsworth Road.
The immediate area is primarily urban
in character with a range of building
typologies from large residential blocks
to smaller terraces. These range from
two to four storeys in height.
3.4.8 There are no heritage assets,
conservation areas, listed or locally
listed buildings or registered parks and
gardens in the vicinity.
3.4.9 TfLs Pedestrian Environment Review
System (PERS) audit of this site
highlighted that whilst the quality of the
walking environment is generally good
on Wandsworth Road, Pascal Street
requires significant improvements.
Maintenance and quality of environment
were found to be very poor and identified
S e c t i o n T i t l e h e r e ( c h a n g e Sceocl toi o
unr :t o3 .r0e lSe tvaat ni ot ns eDcet si oi gnn) Design & Access Statement for the Northern Line Extension 21
a need for connectivity improvements Proximity to Wandsworth Road (part
Nine Elms Station
west of Wandsworth Road. of the Strategic Road Network) and
the important CGMA access roads.
3.4.10 There are a number of key sites planned
to the north of the Nine Elms station site Site-specific design principles
in the vicinity of Vauxhall Interchange.
In addition to principles identified in
These proposals increase in height and 3.4.14
scale towards the recently constructed Table 3.2 in Section 3.3, there are a
50-storey Vauxhall Tower. Indeed, the number of specific design principles
consented scheme on the adjacent which are applicable at Nine Elms
Sainsburys site includes towers up to 38 station. These are as follows:
storeys in height.
Station box
Movement
Where practicable, the external
3.4.11 The areas historic uses, notably the
appearance of the station should be
market and other warehouses with their
designed so that it could incorporate
large disconnected plots, have acted
natural daylight from skylights and
as barriers to pedestrian, cycle and
would also relate to potential future
vehicular movement.
over site development (OSD).
3.4.12 The railway viaduct is another major
barrier to movement in the area. The Station entrance design
new development is expected to improve The station has been designed to
connectivity in line with the principles set include a single ticket hall with a
out by the respective planning policies dual/split entrance with a southern
by opening up new connections through entrance on Pascal Street and the
these sites, improving strategic links northern entrance directly opposite,
between the river, through the viaduct facing the pedestrianised street
to the existing communities east of Nine adjoining the proposed Sainsburys
Elms station and the OA. This includes scheme.
a proposed connection from Pascal The landscape scheme should
Street through the railway viaduct to retain appropriate access to the
Ponton Road. internal street, along with access
routes to the south and east.
Constraints
3.4.13 The design of the station considers a
Landscape and interchange facilities
number of physical constraints, namely:
The landscape scheme should
The need for the station box to follow make provision for clear, coherent
the east-west orientation of the and safe pedestrian and cycle links
proposed NLE alignment; between the station, the Covent
The vertical alignment of the railway Garden Market site, Nine Elms Lane
which dictates a platform level which and the river.
is approximately 18.5 metres below
typical ground level in the local area;
The aspirations of surrounding land
and development proposals; and
22 Design & Access Statement for the Northern Line Extension
Design development
3.4.15 As set out in Section 2.6 above,
Route 2 was the preferred route at
consultation and has been endorsed
by LB Lambeth, LB Wandsworth and
other key stakeholders. In parallel with
work on the final route adjustment,
a detailed assessment of station
locations was undertaken (Figure
3.4a). This assessment considered:
local connectivity; operational
requirements; cost implications; impact
of construction; development criteria;
and policy compliance.
3.4.16 This highlighted that the Nine Elms
site was the most appropriate location
for the intermediate station. TfL then
continued liaising with stakeholders
regarding the possible location and
orientation of the station. TfL also
investigated the possibility of integrating
the station with proposed developments
surrounding the site such as the
previous Banhams proposals.
3.4.17 For reasons related to engineering,
phasing and cost integration, it was
not possible, practical or feasible to
integrate the station with the Banham
proposals in particular. Instead, the
optimum station layout was selected
that crossed all three land ownerships,
but allowed for comprehensive
development proposals to come
forward above the station structure
itself (see Section 6 for further detail).
S e c t i o n : T3i t. l0e Sht ea rt ei o (nc hDaens gi ge n c o l o u r t o r e l e v a n t s e c t i o n )
3.4.18 Figure 3.4 shows a number of the
different options for the cores and
station box, based on double-ended
designs:
facing Wandsworth Road at one end
and the CGMA scheme at the other
end (Figures 3.4b);
single-ended designs with an
entrance off Wandsworth Road
(Figure 3.4d and 3.4c); and
single-ended design with an entrance
off the pedestrian street (Figure 3.4e).
All of these attempted to accommodate
development proposals as far as
practically possible.
3.4.19 A single-ended station facing
Wandsworth Road emerged as the
optimal design solution based on:
Forecast passenger demand which
suggested that only a single ticket
hall would be required;
Forecast passenger movements by
direction;
Facilitating appropriate interchange
between buses and the new station;
Cost and staffing implications for
single versus double-ended station
layout options;
The need to integrate and link the
new station with the surrounding area
with high quality public realm, lighting
and signage;
The need to link the station to the rest
of the OA through the railway viaduct;
and
The opportunity to create active
frontages along Pascal Street and the
new internal pedestrian street to the
north of the station building.
3.4.20 he size of the station box also increased
T
during the design development stage to
accommodate future train lengths and as
a result of the deletion of Claylands Road
shaft, which led to additional ventilation
requirements at the station.
3.4.21 A single-ended station facing
Wandsworth Road was included in TfLs
2012 consultation, as shown in Figure
3.4f, showing:
Entrances at the corner of Wandsworth
Road and Pascal Street;
A lift providing step-free access to
trains;
A ground-level ticket hall;
Three escalators giving access to two
spacious platforms; and
Links to pedestrian and cycle networks
proposed for the area, including
through the railway arches to the north.
3.4.22 41% of those who responded to the
questionnaire made comments on
Nine Elms station, with 47% of those
respondents making positive comments
(34% were neutral and 19% were
negative).
3.4.23 The final design, as described in
the following pages incorporates all
the necessary TfL operating criteria
whilst maximising the opportunity for
a comprehensive OSD to support the
regeneration of the area.
 R OA D
S e c t i o n T i t l e h e r e ( c h a n g e Sceocl toi o
unr :t o3 .r0e lSe tvaat ni ot ns eDcet si oi gnn) Design & Access Statement for the Northern Line Extension 23

N
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Figure 3.4 Nine Elms Station Design Development Options
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EET BM 5.11m
3.4m
5.1m WILCOX RO
(d) Single entrance from Wandsworth Road (e) Single entrance from northern side of station box (f) Design included in the 2012 consultation
AD

NINE ELMS STATION

L Twr
BRA
M
NINE ELMS STATION N
GRNLEB-SDA-ST-00-SK-ARC-42613 Posts
N
Sk-0907-NE-650 Rev-
LEY
CRE Surface Level Impact: Route 5 Option G 1:500 at A3 / 1:250 at A1
Route 03 Option B - Ground Floor PLAN 1:500 at A3 Buro Happold
Consulting Engineers SCE
N 147 o'donnell court - brunswick centre - london wc1n 1nx t: 020 7278 1277 e: info@studiodare.com
10.08.12
tate

05.12.11 T
r 23 doughty mews - bloomsbury - london wc1n 2pf t: 020 7831 5900 e: info@studiodare.com
t Es

Bus Stop
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DAVIDSON GA
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Post
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Ps
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 to 24

man House
24 Design & Access Statement for the Northern Line Extension S e c t i o n : T3i t. l0e Sht ea rt ei o (nc hDaens gi ge n c o l o u r t o r e l e v a n t s e c t i o n )

Proposed development Figure 3.5 Nine Elms Station General Arrangement Plan, Street Level N Location Plan
Leiceste

1
3.4.24 This TWAO application includes a N
request for a Planning Direction to grant
planning permission for all relevant
development. Full planning details
are provided for the below ground Clapham
Commo

structure and the ticket hall with the

detailed design of above ground station
entrance, external appearance and
landscaping/public realm reserved by
planning condition to be agreed with the

WANDSWORTH ROAD
respective local authority in due course.
3.4.25 he overarching station design
T

42509

42509
principles set out in Table 3.2 and

E
the site-specific principles set out in ENTRANCE

paragraph 3.4.14, have informed the +1.90m

basis of this final design. N Location Plan

Leicester Square
+4.80m 1. SAINBURYS

Charing Cross

Embankment +3.10m London

Waterloo
Amount and layout A
Bridge +4.00m

A
Borough
3.4.26 The proposed station box extends 42507

Elephant &
+4.00m 42507

0 5

over the full width of the site between +3.10m

Castle
UPPER CONCOURSE TICKET HALL
Nine Elms
Wandsworth Road and the end of
SCALE 1:250 (A1
Kennington
Battersea

Pascal Street. The alignment of the

Oval +7.60m This drawing is
subject to furth

station is broadly parallel with Pascal +1.90m

Stockwell

Street, as shown in Figure 3.5. Clapham

ENTRANCE
05 SM FM

Common Clapham 04 SM FM
North 03 SM FM

3.4.27 There are two parts to the above ground 02 SM FM

01 SM FM
elements at Nine Elms station - the
42509

42509
+3.40m
PASCAL STREET Rev By Chkd Ap
C

E
main station (east) core including the +2.50m Client

entrances and ticket hall at the eastern PASCAL STREET Tran

end nearest Wandsworth Road, and the

west core nearest the railway viaduct
WANDSWORTH ROAD

which houses emergency escape, vent Halcrow Group Ltd.

CH2M HILL COMPA

shafts and a fire fighting lift. The east

A
Elms House, 43 Brook
Hammersmith, London
TEL: 020 3479 8000
Canopy / Rooflight FAX: 020 3479 8001

core is approximately 1,200m2 and the Forecourt / Access

www.halcrow.com

west core, 270m2.

Project:
NORT
Tickethall / Entrance
PLANNIN
Paid Concourse
Drawing:
Internal Accommodation
NIN
Ducts / Risers
ENTRANCE
Lift

Emergency Lift (plant replacement)

Suitability:

Escape Route S4 FOR

Drawn by: SM
Checked by: FM
1. SAINBURYS BASEMENT CAR PARK ENTRANCE Approved by: SL
Drawing Scale: 1:25
Drawing No.:

PLANNING DIRECTION DRAWING NUMBER 28 GRNLEB-SD

+4.00m Based on Ordnance Survey Digital Data with the permission of the controller of H.M.S.O. Crown Copyright Reserved Licence No. nmlo_03735001-17

A
42507

0 5 10 15 20 25

COURSE TICKET HALL

LB
 Section: 3.0 Station Design Design & Access Statement for the Northern Line Extension 25

The proposed station core includes

Nine Elms Station

3.4.28
STATION ENTRANCE/EXIT TO N
the ticket hall with a dual/split entrance INTERNAL PEDESTRIAN ROAD
onto Pascal Street to the south and AND SAINSBURYS
the internal pedestrianised street to
the north (which forms part of the STAIRS
approved Sainsburys scheme). The
area between the two cores would form
part of the OSD and would be designed
to accommodate other uses, including
entrances to residential floors above and
LIFT
retail and other active frontages.
3.4.29 The ticket hall, illustrated in Figure 3.6,
includes a bank of three heavy duty

WANDSWORTH ROAD
metro escalators in the centre of the
ESCALATORS TICKET HALL TICKET HALL VENT
station box leading down to the centre DOWN TO (PAID SIDE) (UNPAID SIDE) DUCTS
of the platform level, with a platform PLATFORMS
on either side of the escalators. A
passenger lift down to platform level
would also be provided north of the
ticket hall and would serve as a fire
fighting lift in the event of an emergency.
Stairs would also connect to platform
level for service and emergency access.
Staff accommodation is provided
south of the ticket hall on the Pascal
Street side. The main station core also
includes two vertical ventilation ducts
originating from platform level these STATION ENTRANCE/
EXIT TO PASCAL STREET
take air away from the tunnels to be
vented above the OSD and are located Figure 3.6 (above) Nine Elms Station
at the Wandsworth Road end of the Illustrative Ticket Hall Layout
station box. These vents are replicated Figure 3.7 (right) Nine Elms Station
at the western end. Illustrative Section showing Station and SKYLIGHT OSD (FOR INFORMATION WANDSWORTH
Potential OSD ONLY) ROAD
3.4.30 The west core is the emergency escape
with a lift and two sets of stairs linking to
the platform level. This is a secondary
fire intervention point with exits in
opposite directions on to Pascal Street
and the internal street to the north. This
core needs to be protected as a means TICKET HALL
of escape during an emergency and is
designed with a crash deck on top to
protect it from the OSD above.
26 Design & Access Statement for the Northern Line Extension S e c t i o n : T3i t. l0e Sht ea rt ei o (nc hDaens gi ge n c o l o u r t o r e l e v a n t s e c t i o n )

3.4.31 Below the ticket hall level are the Figure 3.8 Nine Elms Station Station Overview Diagram
platforms and tunnels as illustrated
in Figure 3.8. The basement levels
provide accommodation for plant rooms,
including:
an upper machine chamber at Location Plan
basement level 1; Leicester Square
Charing Cross
tunnel fans and traction sub-station at
London
basement level 2; Embankment Waterloo
Bridge
general plant rooms at basement
TICKET HALL / WEST COREBorough
level 3; and Elephant &
EAST CORE Castle
the platforms at basement level 4.
Nine Elms
Kennington
Battersea
Scale Oval
3.4.32 The detailed design of the external
appearance of the above ground Stockwell
element of the station, including scale,
Clapham
is reserved by condition for subsequent Common Clapham
determination and will follow the North

relevant design principles highlighted in

Table 3.2 and in paragraph 3.4.14. The
scale of the street level component of
the station takes into consideration the
need to enable a future comprehensive
OSD. The east and west cores are
located at either end of the station box
and will be integrated into the future
OSD.
1. OSD car park access and lightwell

1. OSD CAR 2.
PARK ACCESS
Station & traction
AHU and LIGHTWELLsubstation louvre

3. Stair
2. STATION AHU AND pressurisation
TRACTIONlouvre
SUBSTATION LOUVRE

4. Main tunnel ventilation

3. STAIR PRESSURISATION LOUVRE louvres

5. UPE louvres
4. MAIN TUNNEL VENTILATION LOUVRES
6. Attenuator
5. UPE LOUVRES
7. Dampers
6. ATTENUATOR
8. Combined tunnel ventilation
7. DAMPERS
9. Draught relief
8. COMBINED TUNNEL VENTILATION
10. Attenuator
9. DRAFT RELIEF
11. Fan
10. ATTENUATOR
12. Over track exhaust
11. FAN

12. OVER TRACK EXHAUST

 Section: 3.0 Station Design Design & Access Statement for the Northern Line Extension 27

Appearance

Nine Elms Station

3.4.33 The detailed design of the external
appearance of the above ground
element of the station is reserved by
condition for subsequent determination
and will follow the relevant design
principles highlighted in Table 3.2 and in
paragraph 3.4.14.
3.4.34 The main core of the station and Figure 3.9 Nine Elms Station - Illustrative Visualisation, without potential OSD
the western core should allow for
appropriate venting/air conditioning
of the above ground areas and below
ground accommodation and venting
from the tunnel below. This may include
louvres at least five metres above
ground level.
3.4.35 The main core of the station and
western core will be visible when the
station becomes operational and prior
to any OSD having commenced or
being completed as seen in Figure 3.10.
It is anticipated that the OSD would
incorporate these station structures into
the overall design. Images in Section
6 of this document illustrate how that
transition may be treated.
Figure 3.10 Nine Elms Station - Illustrative South Elevation, without potential OSD

Station
West Core Entrance
28 Design & Access Statement for the Northern Line Extension S e c t i o n : T3i t. l0e Sht ea rt ei o (nc hDaens gi ge n c o l o u r t o r e l e v a n t s e c t i o n )

Landscape Figure 3.11 Nine Elms Station Landscape Masterplan (Illustrative)

3.4.36 Figure 3.11 illustrates a high quality public N Key
Key
realm around the station site, including 1. Nine Elms Station building
Pascal Street and the internal street 1. Nine
2. Elms
3.
Station
Adjacent building
development
Avenue trees
2. Adjacent development
adjacent to the Sainsburys scheme to the 5 3.
4.
Avenue
5.
Barclays cycle hire
Waytrees
finding
6
north. Feature paving is anticipated to be 5 7
4.
5.
Barclays
6.
Way
Cyclecycle
7. fiFeature
standshire
nding trees
6
provided at the station entrance area. 6. 8.
Cycle
9.
Inground lighting and artworks
stands
Pedestrian crossing
7 7 7. Feature trees
10. Paved carriageway
8. Inground lighting and artworks
3.4.37 Pascal Street is identified in both the 2
9.
11. Security bollards
Pedestrian crossing
7
VNEB OAPF and the Vauxhall SPD as a 8 10. Paved carriageway
11. Security bollards
strategic green link and a key pedestrian 2
6 8
and cycle route to the river. It also serves 8
an important function in terms of access
to existing residences and6 businesses, 8 8
as well as providing future access to the
CGMA site and Sainsburys site as shown 6

in Figure 3.13. An avenue of trees is 6

8
8
proposed on the street with high quality 5

paving to reinforce the importance of this

improved connection.
6 The landscape 11 8
5

details would be developed to the south 3 8

6
side of Pascal
5 Street and will be part of the

future details to be agreed with the local 10

authority as discussed above.

11 8
1 5

3
3

10 3

1 9
3
PAS 4
C AL S
TRE
ET
3 10

3
5

D
9

ROA
3

RTH
10
9

SWO
3

D
3

WAN
PAS 4
C AL S
TRE
ET
10

D
9

ROA
3

RTH
10

SWO
3

D
WAN
 S e c t i o n T i t l e h e r e ( c h a n g e Sceocl toi o
unr :t o3 .r0e lSe tvaat ni ot ns eDcet si oi gnn) Design & Access Statement for the Northern Line Extension 29

The intention is that the internal Pascal Street would also have active

Nine Elms Station

3.4.38 3.4.39 Pascal Street
pedestrianised street between the frontages, although the intention would
station and redeveloped Sainsburys site be for it to be a quieter street because
to the north will be activated by ground of the existing residential uses opposite.
floor retail outlets and cafs, proposed Nevertheless, the broad pavements
as part of the potential OSD - further would provide the opportunity for caf
detail is provided in Section 6. Colour, uses, taking advantage of the south
in the form of lighting, seating and art facing orientation and generous space.
is envisaged for this street to provide
interest and animation - see Figure
3.12. Feature trees could be provided at
the western end of the street to create
seasonal interest.

Figure 3.12 Nine Elms Station Public Realm Precedent Images

Pedestrianised street

Viaduct
30 Design & Access Statement for the Northern Line Extension S e c t i o n : T3i t. l0e Sht ea rt ei o (nc hDaens gi ge n c o l o u r t o r e l e v a n t s e c t i o n )
Key

1. Nine Elms Station building

2. Security bollards
3. Avenue trees
4. Barclays cycle hire
3.4.40 Wayfinding signage will be provided Figure 3.13 Nine Elms Station Contextual Landscape Masterplan (Illustrative) 5. Way finding
6. Cycle stands
at the corner of Pascal Street and 7. Feature trees

Wandsworth Road, at the western end N 8. Inground lighting and artworks

9. Pedestrian crossing
Key
of Pascal Street and at both ends of 10. Adjacent development
11. Raised table for vehicle crossing point (Temporary surface)
1. Nine Elms
12. Station building
the pedestrianised street. Cycle parking 2. Security
Pedestrian
13. bollards
and cycle route (Temporary surface)
Rail arch - pedestrian cycle route with inground lighting feature
with 90 spaces will be provided at the 3. Avenue trees
4. Barclays cycle hire
western end of the station box with cycle 12 5. Way finding
hire stands on Pascal Street opposite 6.
7.
Cycle stands
Feature trees
the station entrance. Further information AD 8. Inground lighting and artworks
RO 9. Pedestrian crossing
on wayfinding and cycle parking is PO
N TO
N
10. Adjacent development
provided in Section 5. 13
11. Raised table for vehicle crossing point (Temporary surface)
12. Pedestrian and cycle route (Temporary surface)
13. Rail arch - pedestrian cycle route with inground lighting feature
3.4.41 In order to create the strategic link, 6
5

the existing wall at the western end 7

7

of Pascal Street would need to be 12 10

11
demolished and one of the railway 2
6

arches of the viaductOAopened

D up to 8
R
create a new pedestrian
TO
N and cycle
ON
link through to Pthe adjacent CGMA 12 6 8

land, Ponton Road and the Nine Elms 13 5

2 11
developments on the western side of 2 1 5
5
the viaduct. It would also connect to the 6
7
proposed River Walk northwest of the 7 3

site. This proposed link forms part of the 11

10
TWAO proposals. 2
6
8 PAS
C AL S
3.4.42 To prevent unauthorised vehicular TRE
ET
4
9

access to this new link through the

D
ROA
12
viaduct from Pascal Street, telescopic 6 83 5

RTH
bollards could be placed at the western 5

SWO
9
2
end of the street. Two existing vehicular 11

D
1 5

WAN
2
routes cross this new link (shown as 11
on Figure 3.13) and raised tables could
3
be provided to ensure pedestrian and
cyclist safety. Additional bollards could
also be placed at these intersections to
restrict vehicles using the link. PAS
C AL S
TRE 9
ET
3.4.43 Where the station becomes open to the 4

OAD
public before the OSD is completed,

R
5
a temporary surface and landscaping 3

RTH
material would be used. The material

SWO
9
palette for the permanent landscape

D
WAN
scheme will be coordinated with the
OSD proposals and in discussion with
the local authorities and surrounding
landowners.
 S e c t i o n T i t l e h e r e ( c h a n g e Sceocl toi o
unr :t o3 .r0e lSe tvaat ni ot ns eDcet si oi gnn) Design & Access Statement for the Northern Line Extension 31

Refuse and servicing

Nine Elms Station

3.4.44 Station related waste would be stored
in a dedicated waste storage room on
the north face of the ticket hall building.
This storage area would be accessed
internally off the ticket hall concourse.
A set of double doors on the external
elevation allows waste to be removed
from site via the pedestrian route
immediately to the north of the station.
3.4.45 The station would require 24 hour
service access to take account of tube
and station maintenance - for example,
the replacement of plant such as fans
and traction power. Plant replacement
would be carried out via a hatch in the
floor of the ticket hall (on the unpaid
side). Plant would be lifted from the
basement levels, up into the ticket hall
through the hatch and out of the station
entrance the height of the traction
power (approximately 3.6m high x 3m
long x 3m wide) has determined the
height of the station entrances.