Vale of York MSA I Design and Access Statement
the appropriate retention and new planting of trees and woodland."
• Policy NE8 - 'Protection of Agricultural Land' states: "The best and
most versatile agricultural land (grades 1, 2 and 3a] will be protected from
development not associated with agriculture or forestry." The policy also
identifies that if the best and most versatile land needs to be developed and
there is a choice between different sites of different grades, the land with
the lowest grade available must be used. The only exception to this is if other
sustainability considerations outweigh land quality issues.
Responding to the Planning Context
39. Relevant policies related to access have been taken into account at
all levels in developing the Vale of York MSA proposal. The policy driver for
the MSA is DfT Circular 02/2013. In short, the gap on the A 1(Ml lying between
Wetherby MSA and Leeming Bar Rest Area, which is not an MSA but has an
extant planning permission for such a facility, is 28.8 miles. Thus, there is
an established need for a new MSA between these facilities. An MSA at the
Vale of York MSAsitewould be circa 13 miles from Wetherby and 15.8 miles
from Leeming Bar and thus well located to meet this need.
40. In order to meet the requirements of NPPF paragraph 31 and deliver
driver safety and welfare objectives (in accordance with the Circular].
a new MSA should be provided. There is a specific policy preference for
the provision of an on-line facility in which the Vale of York MSA proposals
comply with.
41. The Vale of York MSA has been designed to meet the minimum
requirements for a signed MSA as set out in Table B1 of the Circular and
also provides the mandatory parking requirements as set out in Schedule 1.
42. It is noted that Policy T7 of the Harrogate District Local Plan states
that planning permission will only be granted for one MSAserving the A 1(M].
In this context it is appreciated that the current Wetherby MSA is located
just within the southern extremity of Harrogate. However, this 2001 Policy
significantly pre-dates DfT Circular 02/2013 which has altered the national
spacing requirements for MSAs (as described above]. The Circular is a
material planning consideration that should be afforded significant weight
in respect of MSA provision. It indicates by virtue of the service area spacing
requirements contained therein, that in order to meet national guidance,
there will need to be more than one MSA in Harrogate's administrative area.
Accordingly, it is judged that it is appropriate to now provide a new (second]
MSA within Harrogate despite the provisions of Policy T7.
43. In accordance with the requirements of T20, T22A and T23 of the
Harrogate District Local Plan, Policy TRA 1 and TRA3 of the Core Strategy and
Policy Tl1 of the Draft Local Plan the application is supported by a Transport
Assessment that demonstrates the site's accessibility via sustainable modes
of transport. The Transport Assessment also demonstrates that the local
highway network has the capacity to accommodate the Vale of York MSA and
impacts would not be 'severe·.
44. In accordance with Policy GS7 and Tl1 of the Draft Local Plan, the
site is supported by a Framework Travel Plan which demonstrates (where
relevant] that the site provides an accessible place of employment for staff.
The measures promoted in the Framework Travel Plan also promote the
ease of access for staff.
45. With regard to Policy Tl3 of the Draft Local Plan in respect of car
parking, the relevant parking standards for an MSA are actually contained in
DfT Circular 02/2013. The proposal accords with the parking requirements
in the Circular.
46. In accordance with Policy Tl4, the proposed MSA and its associated
infrastructure has been proven in the Transport Assessment to be more
than sufficient to accommodate the development, and disruption to the local
community will be minimised.
47. It is not a requirement for a Design & Access Statement to
demonstrate compliance with, or how it has taken account of, all of the
wider (non-access related] planning context. This assessment is set out in
the separate Planning Statement that has also been submitted in support of
the Vale of York MSA planning application. Notwithstanding, as described
within this Design & Access Statement (and in greater detail elsewhere
in the submitted planning documentation]. the Vale of York MSA proposal
has been developed in full cognisance of the relevant planning context (as
identified previously]. Key relevant factors can be summarised as including:
i. The MSA would provide essential infrastructure for motorway users
of the A 1(M].
ii. The scheme has been specifically designed to minimise its visual
impacts and to protect local landscape character, as described in detail
within this Design & Access Statement.
111. The proposed development has been designed to minimise the
impacts upon existing trees and mitigation is provided as required for the
loss of existing vegetation.
iv. Whilst currently the subject of an outline planning application, this
Design & Access Statement demonstrates the sustainability credentials of
the MSA development and its undoubted high quality design.
v. The proposal makes adequate space within the design layout to
support the full use of sustainable drainage systems which would contribute
towards wider sustainability considerations, including amenity, conservation
of biodiversity and landscape character, as well as flood alleviation and
water quality control.
vi. The planning and design of the MSA will, at the detailed design /
Reserved Matters stage fully consider the minimisation of energy and water
consumption, as well as waste production in order to reduce the risks to the
environment.
vI1. The site is not located in or within the vicinity of an AQMA.
vIII. The scheme is informed by the latest information on habitats and
species, and takes full account of national and local guidance on conserving
biodiversity, and opportunities for biodiversity enhancement.
ix. The scheme design includes considerable green infrastructure
which will contribute to the attractiveness of the area and the proposals.
x. The scheme would not significantly impact on any nearby Heritage
Assets and has been specifically designed to minimise impacts on amenity
and local distinctiveness.
xi. The scheme will provide a large number of new jobs and represent a
significant inward investment located on the major route of the A 1(Ml within
Harrogate District.
Vale of York MSA I Design and Access Statement
Vale of York MSA I Design and Access Statement

3.0 Design Principles+ Progression

3.1 The Evolution of the MSA

The Motorway Service Area: 1959 - 2016 ~ i 1 1 11~

. 1' \ '\ '--- ,,
The first UK MSA was opened in the UK in 1959, providing drivers the
opportunity to leave the motorway to rest, refuel and gain refreshment.
Since inception there have been significant shifts in the consumer demands
placed on these MSAs, greatly influencing the functional and aesthetic CELEBRATED INDIFFERENT SENSITIVE

I
character of the facilities.

Architecturally, the shift in perception of the MSA has changed several

times. Initially the MSAwas celebrated as a 'destination landmark' of quality,
generating excitement and interest, and becoming a visitor attraction in its
own right.

As time progressed, the perception of the MSA shifted to becoming a

- -
I ,-' f-',, -ii:,;cjai

---------
;_r_11 ••::,.J'-N :-- - . ,, -
utilitarian 'necessary evil', with a perceived reduction in quality of experience. ~ ~ -
These MSAs were often perceived as 'blots' on the landscape, avoided and
dreaded by many.

Today, new MSA business models providing independent food offers in

unique, relaxing and environmentally conscious settings, have captured
consumer attention. This new MSA typology is perceived as contextualised
and sensitive to the landscape, offering quality products in attractive and
relaxing spaces in contrast to its predecessor, and a far cry from the earlier
utilitarian MSAs.

As the UK's Motorway network has expanded, the need for MSAs has also
increased. A 2008 Department for Transport circular advised a maximum 28
mile [45 km] or30 minute drive time, whichever lesser, gap between services
on the motorway network. In early 2009, the Highways Agency conducted
a review of MSAs in England, guided by this circular, identifying gaps in
provision of core MSAs. The area of the A 1[Ml in which the application site
sits, is once such gap in MSA provision.
~

~ --·. - ,, - - - - ~ ~ !_ ,-:--, ..
.....
~

•,~ -
r •- ._,
- -
""• - - I
_. _..ttiC-•"
~

24
 Vale of York MSA I Design and Access Statement

3.2 Historical Proposals

Appraisal of Previous Planning Applications LANDSCAPE CHARACTER SITE CIRCULATION SIZE OF LAND TAKE

Extensive use of trees in Site circulation appears Site area of previous applications
In 1996 the first planning application for an MSA near Kirby Hill was proposals is not in keeping convoluted, increasing is larger than current scheme, as
submitted by Heather lve Associates. After an appeal for non-determination, with the openness of the land take and amount of previous scheme had separate facilities
the Secretary of State granted planning permission for the scheme and local existing landscape. hard standing on site buildings for each carriageway.
dismissed three competing sites in 1998. However in April 2000 this decision Important hedgerows Reduction in land take for current
was quashed due to the Secretary of State failing to give adequate reasons should be retained as part scheme will result in more land being
for his decision. of a sensitive scheme that retained for agricultural use.
respects local landscape
After the inquiry was re-opened in 2002, the appeal proposal for a MSA character and field patterns.
at Kirby Hill was dismissed in 2005, at which time the scheme was being
considered against 4 other competing sites and in a different planning
context.

Proposals fora MSA near Kirby Hill re-emerged in 2008 when a new planning
application was submitted by Heather lve Associates [HIA) for an on-line twin
JT1.aluMg _.,.-
sided MSA. This application was refused by Harrogate Borough Council in woodland .. ...
2009 for 6 reasons, 3 of which were subsequently withdrawn at appeal heard plal,llng

over various dates between November 2010 and March 2012. The appeal
resulted in a 2012 decision where the Secretary of State dismissed the Kirby
Hill scheme and 2 other competing MSA proposals in favour of upgrading a
• • • Green, roofs on
Truck Stop facility at Leeming Bar. Despite this approval the Leeming Bar the amenity
blJikflllll•
proposal has never been built out as a MSA. Harrogate Borough Council's
three residual reasons for refusal
were:

• Absence of any overriding need

• Adverse effect on the landscape character of the area GenUe conlOUll!ld

.. . ' fflO\Jl)dlng to lnl~rate
wilh local laooscape
ch.!ir"at:U!!r
• Loss of best and most versatile agricultural land

The latter two points also weighed heavily against the Kirby Hill MSA in the
Secretary of State's decision.

New wlldlira habilals

Critical analysis of the 2008 HIA scheme has been crucial in ensuring that or grasslaod and Greea roofs o,, lt-,e
the current scheme does not repeat the same mistakes. Summary of this Leeming Lano lo Kln,y HII -~• P<>tr<>I FPl&\9 Stallot1• Green roofs on tho
HGV arneoily
analysis can be found in the adjacent diagram. buikrings

2008 proposal by previous architect

25
Vale of York MSA I Design and Access Statement
3.0 Design Principles+ Progression
Appraisal of Previous Application
Since the 2012 decision, the publication of DfT Circular 02/2013 has clarified
the position in respect of the first reason for refusal, 'Absence of any
overriding need'. As set out in Section 2.0 of the Planning Statement, there
is a demonstrable need to provide a new MSA on the A 1[Ml to fill the 60
mile gap between the Wetherby and Durham MSAs. Even taking into account
the consented MSA at Leeming Bar, which has never been built out some 5
years after its approval, there is a gap between Wetherby and the Leeming
site which is in excess of the maximum 28 mile spacing between services
as stipulated in the new guidance. Thus, the need for a new MSA along this
stretch of the A 1[Ml is proven.
The other two reasons for refusal/ points that weighed against the scheme
i.e. 'Adverse effect on the landscape character of the area' and 'Loss of best
and most versatile agricultural land', have been carefully considered in
developing the designs for the current proposals.
The previous 2008 HIA scheme sought to entirely surround the MSA with
wide belts of woodland planting. However, the total screening approach, was
not in keeping with the overriding landscape character of the area and proved
to be a visual impediment to the surrounding openness and views in its own
right. The approach adopted clearly contravened the guidelines set by the
HDLCA which state that: " ... development requiring large blocks of woodland
screening should be discouraged here" and that: "planting to mitigate the
impact of large scale buildings should soften rather than screen impact...".
Field patterns and hedgerows were also compromised, and in parts lost,
as a result of the 2008 scheme, which paid little attention to the diverse
landscape pattern of the field systems.
Being a two sided MSA, with separate facilities serving each side of the
A 1[Ml, the land take for the HIA scheme was considerable and a considerable
amount of agricultural land was lost.
Lessons Learned
The reasons given by the S of S in 2012 in dismissing the previous appeal
have been a significant material consideration in the formulation of the
Proposed Development.
The first point of note is that the Applegreen proposal is now for a single
sided MSA facility, serving both sides of the A 1[Ml. as opposed to a twin sided
26
scheme as was previously promoted. The MSA would be located west of the along the site's southern boundary. The ground would be lowered at this
motorway [on the northbound side] and access from the southbound side point to sink the building into the site, and therefore reduce the visual impact
would be facilitated by a new overbridge. The benefits of this arrangement it would have when viewed from the surrounding area. The blending of the
[over the refused/ dismissed historic schemes] are considered to be: building within the landscape would be further enhanced by the utilisation of
i. The MSA would move materially away from the settlement of Kirby a grass roof that acts as a modern version of a traditional Ha-ha, in order to
Hill and there would be less visual impact on properties at Church Lane minimise the impact of the built form has on sensitive local views.
[noted as slight adverse harm by the first Inspector in the 2012 decision].
ii. There would only be a single Amenity Building with one [joined] fuel An interpretation of the traditional Ha-ha has been used, both at the sensitive
filling station for cars and light goods vehicles. Whilst there would be a western edge of the site and within the site itself, to help shield some of
separate Fuel Filling Station for HGVs and a small Drive through Coffee the more prominent elements, such as the HGV and coach parking, from
Shop, the overall number of buildings within the MSA would be less than the sensitive surrounding views, while maintaining the appearance of open
previously proposed. fields that is prevalent in the area.
111. There would be less loss of agricultural land and a smaller
development footprint generally, resulting in a decreased incursion into the In this way, key views across and beyond the site would be maintained with
countryside. minimal impact from the development, either by way of the development
Iv. There would be greater separation distance from the Grade I listed itself, or from the introduced landscape features.
All Saints' Church in Kirby Hill.
In accordance with the guidance set by the HDLCA, the design looks to
As well as the fundamental change to site the MSA facilities only on the utilise trees carefully and in locations that maintain the landscape character
western side of the motorway, an entirely fresh design concept has been of the area, feathering out from the corners of the existing hedgerows and
adopted. fields. As stated in the guidance: "small woodland blocks associated with
appropriately scaled development may help to integrate development with
The Harrogate District Landscape Character Assessment [HDLCA] the landscape."
Supplementary Planning Guidance has been utilised to influence the design
for the current scheme and ensure that important landscape characteristics The table below provides a summary as to how the Vale of York MSA proposal
are maintained. responds to the key points contained within the HDLCA.
The current proposals have sought to address the 'Sensitivities and
Pressures' identified within the HDLCA guidelines. Field patterns have been
respected, and hedgerows have been maintained and reinforced.
Rather than relying on woodland planting to hide the development,
the current scheme would integrate the built form into the landscape,
respecting the subtle undulations of the wider landscape, and the openness
and spaciousness of the Vale of York countryside.
The integration of the Fuel Filling Station [FFS] with the Amenity Building
also helps contain two of the larger elements of the development within a
smaller area. The Amenity Building/ FFS is located at the lowest point of
the site, adjacent to the existing, heavily planted, embankment of the B6265

Assessment of the Proposed Development Against HDLCA Guidance
Selected Guidelines from
the Harrogate District LCA
Extensive large scale tree
planting would be
inappropriate
Development requiring large
scale blocks of woodland
screening should be
discouraged
Small woodland blocks
associated with appropriately
scaled development may help
to integrate development with
the landscape
Large-scale development
cannot be easily
accommodated without
further detriment to landscape
character
Avoid highlighting the A 1(M)
and A168 corridors. Linear
planting along these corridors
does not reflect the
landscape pattern
Commentary
Extensive large scale tree planting does not feature in
the landscape proposals for the scheme. The design of
the Proposed Development makes use of the
surrounding landform, together with existing vegetation
to restrict the extent of visibility from outside.
The Proposed Development has been designed in such
a fashion that large scale blocks of woodland are not
required to screen views. Tree planting is proposed east
of the new overbridge but would be a continuation of the
established linear planting along the road corridor
The landscape design for the Proposed Development
makes use of small scale blocks of trees which, together
with the retention of existing vegetation cover, help to
visually integrate new features.
Importantly, this part of the guidelines does not indicate
that large scale development cannot be accommodated,
but rather that it cannot be accommodated easily.
The open nature of the landscape and the lack of
suitability of mass planting as a means of screening a
site do present a challenge and as such careful site
selection and considered design become key to
enabling integration without harm to character. The
topography and orientation of this Site in combination
with established vegetation elements are such that an
opportunity existed here to develop a successful
solution. It has thus been possible, with careful and
responsive design, to achieve the integration of a
relatively large development without notable change to
surrounding landscape character.
Whilst we do not dispute the assertion that linear
highway planting can serve to highlight the presence of
a road in the landscape and can be unsympathetic to
wider character, the fact is that the A 1(M) / A 168 corridor
is an established influence upon landscape character
Selected Guidelines from
the Harrogate District LCA
Encourage reinstatement of
hedgerows, particularly in
areas of pre-parliamentary
enclosure
Planting to mitigate the
impact of large-scale
buildings should soften rather
than screen impact and the
potential for planting beyond
the site should be considered
Conserve historic features in
the landscape
Vale of York MSA I Design and Access Statement
Commentary
and that its associated planting performs a useful
screening function that mitigates the influence of the
road and traffic upon adjacent areas. The Proposed
Development would seek to maintain the existing linear
planting in order to retain the integrity of this mitigation
function - replanting areas where removal of existing
vegetation is required and adding some new planting to
the east of the proposed overbridge
Hedgerows removed to accommodate the Proposed
Development would be reinstated as part of the
landscape proposals, along their existing alignments
wherever possible. Additionally, a new hedgerow
running along the eastern side of the realigned A 168
would link with similar existing features in the adjacent
fields. No pre-parliamentary enclosure hedgerows are
affected.
Planting proposed consists of strategic small groups of
trees which are intended to break up and soften views
towards and into the Site rather than achieve a screen.
The exception is along the A 1(M) corridor to the east
where an established screen would be reinstated and
reinforced. It is not considered that further off-site
planting would be necessary.
The landscape proposals for the Proposed
Development include the reinstatement of a number of
pre-existing field boundary hedgerows. In terms of
cultural heritage assets, as set out in Chapter 10 of the
ES, the Proposed Development would not physically
affect any known extant historic features. A programme
of archaeological investigation would be undertaken
prior to construction, and appropriate mitigation
measures agreed with Harrogate Borough Council.
27
Vale of York MSA I Design and Access Statement

Single
sided
development
requiring less land
take =•-••N- 000..
-0

Current
proposals
must seek
to represent
an reduction in
overall land take
from the previous
applications

' '%..
,,
,,,,
~-,t
, , ~-
,,,,
,,,, Previous [HIA) proposals

,,,,
,,,,, ""
Current
proposals
must seek to
respect and respond
to the existing local
landscape character
when assimilating the
scheme within it's
Summary of lessons learned from previous scheme on site
surroundings

Based on the foregoing, it can be seen that the Proposed Development

differs materially to the proposal previously dismissed at appeal in the 2012
decision; and is one that accords with the principles set out in HDCLA. The
current design addresses the negative factors of the earlier Kirby Hill MSA
proposal, such that the overall effects of the Proposed Development are very
significantly reduced. Current proposals [Illustrative]

28
 Vale of York MSA I Design and Access Statement

3.3 Design Principles

Response to Site: Constraints and Opportunities

A study of the site and it's contextual setting is summarised in the adjacent
constraints and opportunities plan. The ability of the design to appropriately
respond to the issues highlighted within this plan is pivotal to the success
of the proposals being integrated within the landscape, ensuring that the
proposals conserve and enhance local character.

Constraints
• Greenfield location within a large-scale, open and gently undulating
agricultural landscape largely devoid of tree or woodland cover
• Low managed hedgerows to the boundaries provide little visual
containment of the site
• Established field patterns with boundary planting
• Sloping landform, falling gradually from the northwest corner to the
southeast corner by approximately Sm, with potential visibility of
development on the highest parts.

Opportunities
\
• Adjoins the A 1[Ml corridor, a prominent feature that cuts across the
landscape.
• No existing landscape features of value within the site [other than
boundary hedgerows)
• No formal landscape planning designations cover the site or surrounding
area
• Sensitive visual receptors within the surrounding area are limited to
small residential communities and a scattering of farmsteads
• Engineering earthworks and mature roadside vegetation associated
with the A 11M) and B6265 junction serve to screen the views from the
east and south
• Existing lighting associated with the B6265 junction that crosses over
the A1 [Ml provides some night-time illumination over and above traffic
using the roads
• Rising landform within the site provides potential containment of
development on the lowest parts in wider views from the north and west

Opportunities and Constraints

29
Vale of York MSA I Design and Access Statement
Initial Response to Site
Retention of the two hedgerow oak trees .
Retention of the exisitng hedgerow
wherever possible and allowing it to grow _ _ _ _ _ _ _ _ _ _ __
up to 3.Sm to further screen the proposals .
New planting to boundaries and within the
site to comprise small tree clumps that
soften rather than screen the proposals ------------,'------,..._.•
and maintain the open nature of the area.
Maximise use of wildlife and ecological
mitigation within the site to increase the
biodiversity value of the scheme e.g green - - - - - - - - - - - - ­
roofs, species rich grasslands and suds
30
Outward facing earthwork to have gentle
- - - - - - - - - - - - - - - - gradients and rounded profiles that reflect
the undulating topography of the area and
avoid an overly engineered appearance
Utilise earthworks associated with the new
access bridge and roads to screen the mo-
,_ _,_______ torway and the proposals from the north
and east
Use lower key lighting columns where
- - - - - - - - - - - - - - - - - possible in preference to masts to
minimise visual impact
Locate buildings and HGV buildings as low
~- - - - - - - - - - - - - - - - - - as possible in the site to minimise visibility
and need for extensive cut and fill
Minimise loss of the Existing vegetation
- - - - - - - - - - adjoining A1(M) to prevent views to the
proposals to the east
Landscape Strategy
 Vale of York MSA I Design and Access Statement

Design Objectives

The design solution has been derived from a series of key objectives. These
were developed in response to the detailed appraisals undertaken into
the context of the development, the site's physical parameters, national,
regional and local planning policies relating to the development, lessons Knowledge gained RESPONSE
learnt from previous unsuccessful applications and the consideration of through detailed appraisal of TO NATIONAL,
user experience. site, its topography and physical REGIONAL AND LOCAL
features, metaphysical qualities PLANNING POLICY
Evaluation of the above appraisals can be distilled into the following • Understanding of local context, • Understanding of
development aspirations. site's existing relationship with its plannin g poli cies relevant
open, rural setting, understanding to the development
• To create an innovative MSAof unique character, providing an exceptional of the local landscape character
,,,,,,,, • Evaluation of local
user experience and exceeding the client's needs and aspirations; • Understanding of local heritage
landmarks and their visual
~,,,,,,,,,,' planning guidance.

• To utilise the site's natural topography in order to fully integrate the built impact upon the local
form into the surrounding landscape, minimising the visual impact of landscape.
the overall scheme within the rural fabric, both during the day and at
night;
• To create an efficient, compact and legible masterplan which minimises
encroachment of the greenbelt whilst providing a highly functional MSA.
capable of fulfilling the modern driver's needs both today and into the
future;
• To ensure that all aspects of the design comply with the relevant
standards and regulations, including accessibility;
• To ensure that the national guidance on MSA provision is properly
adhered to in the design.

• Critical analysis of previous

scheme proposals
• Detailed understanding of the
reasons both schemes failed
to gain planning approval
• Evaluation of "lessons
learned".

Design objectives

31
Vale of York MSA I Design and Access Statement

3.4 Design Progression

Initial Concept

The key concept for the design team was the need to integrate the built form
within the landscape, and this objective drove the scheme's overall concept
from the outset.

Analysis of the existing topography of the site and the immediate vicinity
highlighted the opportunity to blend the building within the landform, which
could be achieved with gentle manipulation of the site's existing contours.
Through this exercise protected view lines were established in order to
protect the setting of local landmarks such as Skelton Windmill and All
Saints Church, ensuring development on the site is not visible from these
locations, whilst maintaining the openness of the landscape.

Proposed site section

Conceptual Precedent

The concept takes influence from the recently completed Gloucester Services
on the M5 motorway near Whaddon, Gloucester. This scheme successfully
integrates the built form within the landscape, protecting views towards
the site from a number of key locations in the surrounding landscape. The
architectural response to the site has also created a pleasant, relaxing
environment in which motorists can rest and recharge during long journeys.

Gloucester Services

32
 Vale of York MSA I Design and Access Statement

Architectural Precedents

33
Vale of York MSA I Design and Access Statement

3.4 Design Progression

OPTION 01 - NORTH-SOUTH AMENITY BUILDING

Layout Options Main Pros: Main Cons:

From the initial concept, an exercise was undertaken to explore the most
efficient location for the building while limiting the amount of manipulation
of the existing landscape. A number of layout options were tabled, with the
merits and disadvantages of each interrogated. Throughout this process,
the visual impact of the scheme within the wider landscape was continually
assessed.
• Centralises the MSA within the parking
• Clear visibility/ place finding from entrance roundabout
• Generous landscaped area to sides of MSA for external seating etc
• Creates a natural split between car parking and HGV/ coach parking
• HGV & coach route separated from car route
• Coaches located close to MSA
• Site terraced to help shield car parking from views into site
• 'Return to fuel' possible from parking
• Building helps to shield HGV and coaches from views from the east and
cars from views from the west
• Significant site remodelling required
• Building located in prominent location potentially making it conspicuous
in views into and over site
• Large roof area required to shield cars, HGVs and coaches
• Coach and HGV passengers must cross service road to access amenity
building

Aerial view from the north east Indicative site plan

Key

1. Petrol Filling Station

2. Facilities Building

3.HGVFuel

4. Drive Through Coffee

5.CarParking

6.Coaches

?.Caravan Parking

8. HGV Parking

9. Reinforced Grass Retaining Wall

10. Grass Roof

11. Hegerow to be grown and

maintained at 3.5m high

12. New proposed hedgerow planting

34
 Vale of York MSA I Design and Access Statement

OPTION 01 - NORTH-SOUTH AMENITY BUILDING

H ~================~...========~
Proposed mix of cut & fill and reinforced
planting to obscure HGV and coach parking
from sensitive views from the west
SKELTON W INDMILL

-
ITE - -1
r- -~
S
Section A-A - Scale 1:250

A1(M)

banking to newjunction
helps visually shield site from

<~::~~,:~~:___ fL----
east view lines from

.-----~------'ii@_._.~.. 4P-....!...!.-_ .....a.._J(eL-___-1i9.-=-====9±:::::::l:~:::::::i:::l::::t:::=3.: : t;l.: u: :M'... ;;Ji:rr I[j,1;M[i..i:u: I .K<-------7-X:i--# -

j .. :::WH,==t1t1 ---. -_;~
- ==-
-
/ cars external amenity I amenity building I I coaches I I hgvs I
slip road to A 1(M)

r~-'", " "

Section A-A-Scale 1:1000

MSA visible from motorway but

obscurred from more sensitive views

~ slip road to Al(M)

car parking external amenity amenity building I service
route
I coaches
Section A-A - Scale 1:500
35
Vale of York MSA I Design and Access Statement

3.4 Design Progression

OPTION 02- EAST-WEST AMENITY BUILDING (PREFERRED OPTION)

Main Pros:

Through a thorough investigation into the ability of each initial layout in
achieving the scheme's key design objectives, a preferred scheme emerged.
In this layout the Amenity Building is placed adjacent to the motorway, to
the west of the site. In this position the building's green roof can be neatly
integrated into within the site's protective bunding. This layout also minimises
the height and amount of bunding needed, and provides the opportunity to
create a legible and efficient parking strategy around the site, including a
swathe of landscaped public amenity space connecting the coach parking
with the Amenity Building.
• Neat integration of the building's roof into the existing banking on the
southern edge of the site.
• Utilises steeper banking to rear of MSA due to location at side of B6265
[away from 'natural landscape' environment).
• Amenity building visible from motorway, but hidden from sensitive
surrounding views
• HGV route kept away from car route
• Bunding requirement reduced to eastern boundary as tallest element
[building] located away from this area
• Layout works approximately in line with existing topography
• Generous landscaped area to front of MSA for external seating etc
• Creates a natural split between car parking and HGV parking
• Coaches located close to MSA
• Site terraced to help shield car parking from views into site
• 'Return to fuel' possible from parking
Main Cons:
• Longer entrance route required due to location of building
• Coffee drive through potentially in prominent location

Aerial view from the north east Indicative site plan

Key

1. Petrol Filling Station

2. Facilities Building

3. HGV fuel

4. Drive Through Coffee

5. Car Parking

6. Coaches

7. Caravan Parking

8. HGV Parking

9.Reinforcedgrassretainingwall

10. Green Roof

11.Hedgerowtobegrownand

maintainedat3.5mhigh

12.Newproposedhedgerowplanting

13. Wide Load Lay-by provision north

andsouth
36
 Vale of York MSA I Design and Access Statement

OPTION 02- EAST-WEST AMENITY BUILDING (PREFERRED OPTION)

banking to existing junction

helps visually shield site from
ALL SAINTS CHURCH east. Augmented by proposed
Kirby on lhe Moor
junction works I
i
,l
!
I
i
i
i
Section A-A [eastl - Scale 1,2500

Proposed mix of cut & fill and reinforced

planting to obscure HGV and coach parking
I from sensitive views from the west
SKELTON W INDMILL

i
,l
!
I
i
i
! i
Section A-A (west ) - Sca le 1,2500

hgvs ond coaches sunken into site at higher level with

landscaped strip between to shield from long range
childrens play area
views
MSA clearly visible from motorway but existing site level
view lines from obscurred from more sensitive views building roof helps act as a visual view lines from
Kirby Hill shielding strip Skelton Windmill

~ sliproadtoAl(M)
PFS amenity building I external amenity I coaches
I I HGVs

Section A-A - Scale 1,500

37
Vale of York MSA I Design and Access Statement

3.4 Design Progression

OPTION 02- EAST-WEST AMENITY BUILDING (PREFERRED OPTION)

Amended Contour Layout

A study was undertaken to explore the extent to which the existing contours
could be gently manipulated in order to successfully integrate the built form
within the landscape, minimising the visual impact of the scheme from the
surrounding landscape.

The study [right) illustrates amended contours in red, which would achieve
an optimum balance between topographical modification and building
integration.

NOTE: Gradients generally maintained at below 5% I

with parking areas at maximum 2% gradient I
~
J
/
/
,,-- -/

38
 Vale of York MSA I Design and Access Statement

Drive Through Coffee located

to enable access for cars
and HGV vehicles
OPTION 02- EAST-WEST AMENITY BUILDING (PREFERRED OPTION)

HGVs and cars separated at

earliest opportunity

HGVs kept away from 'shop window'/ Extended banking to new

approach to MSA. There is a clear junction reinforces visual buffer
distinction between HGV/ coaches for views from the east
and cars reinforced with landscaping I
I
✓ Caravan parking kept to rear
Coach parking located close to MSA of general car parking area
amenity building, accessed through
landscaped external amenity space
Landscaped buffer acts to soften
the visual impact of the MSA
from surrounding views

MSA roof acts as a

visual buffer to sensitive 'Return to fuel' option
views from the west, from roundabout
particularly from
Skelton Windmill

,Yr-- lt-----J'ff-- ----.l_\---li---1- - - - - - - - MSAAmenity building and PFS

clearly visible from A1[M)

Staff access possible

from B6265
MSA Amenity building and PFS
located in least prominent location
on site adjacent to existing
bank to side of the B6265

MSA roof helps provide

secure location for external
childrens play area.
Existing banking and planting help
shield the MSA from the B6265
39