for Access for All Footbridge at Stratford-upon-Avon Railway Station Station Road Stratford-upon-Avon Warwickshire CV37 6PL

Transcription

1 for Access for All Footbridge at Stratford-upon-Avon Railway Station Station Road Stratford-upon-Avon Warwickshire CV37 6PL Physical Site Assessment The existing railway station dates from 1859 and originally formed part of the Great Western Railway network. The station was originally a 2 platform through line. This was expanded to the current 3 platform configuration in the late 19th Century at which time the buildings on platform 2 were demolished and the existing footbridge, dated 1891, was added for access between platforms. The station continued as a through line until 1976 from which time it has served as a terminus. The station is located adjacent to the embankment forming the Alcester Road bridging over the tracks to the south. The existing station is viewed in the round, from above via the Alcester Road, from its eastern approach along Station Road and the new residential properties proposed to be constructed there, from the north within the station car park and from the west, across the tracks, from the supermarket car park. The plan below illustrates the existing site arrangement. Page 1

2 The station buildings are located to the east of the tracks and typical of their time predominantly dating from 1859 and retaining many original features but also having undergone numerous modifications. They are single storey red brick with extensive timber clad, steel framed, dagger boarded canopies to both rail and non-rail elevations and buff brick features to window and door openings. View from Alcester Road View from Station Road approach View from station car park View looking south to the footbridge and station building View of cranked double stair to island platform View of the footbridge from the Platform 1 access The track arrangement and bridge over the Alcester Road result in an asymmetrical platform arrangement with platform 1 extending further south than the island platforms 2 and 3 which themselves extend further t o t h e north. The station building is located east of the Page 2

3 View of platforms looking north, platform 1 on the right View of platforms looking south, Platform 1 with canopy and station building on the left, Alcester Road bridge in centre of shot. Page 3

4 track on the southern end of platform 1 with the existing footbridge circa 10m to its north. Access to platforms 2 and 3 is gained only from platform 1. This is predominantly by way of the existing footbridge although a grade track (barrow) crossing also exists to the north of the platforms. These forms of access do not comply with current Network Rail station standards for step free access nor do they meet the requirements of the Equality Act The existing footbridge, which is dated 1891, is a metal riveted structure with roof arranged with stairs to half landings at mid-height, with the stairs continuing up to the deck level at ninety degrees to the initial rise from the half landing. The Western end of the bridge has stairs up to the half landing from both North and South, whilst the Eastern (station building) end of the bridge has stairs only from the South; these serve the main desire line pedestrian flows, as all passengers using the bridge will wish to enter and leave the station to the South (station building) side of the bridge, whilst passengers on the island platforms could be to either side of the bridge. The bridge is narrow and without lift access. The bridge has some heritage value, and has been well maintained with a recent major refurbishment by Network Rail in order to maintain its traditional appearance and to preserve its structural integrity. Platform 1 to the north of the footbridge is largely open with lighting, signage, passenger information and 2 covered cycle storage facilities. It is bounded to the east (car park) by a steel railing fence. The island platforms 2 and 3 to north and south of the footbridge are similarly largely open with lighting, signage, seating, advertising hoardings and, to the north of the footbridge, a covered waiting shelter. Both platforms include some planting. Platform 1 currently serves Birmingham and London routes. The island platforms serve both London routes and specials services such as steam or heritage trains which run on an adhoc basis. Position of Stratford-upon-Avon Station in the Rail Network In the period Stratford-upon-Avon station accounted for 855,000 originating or terminating passenger journeys 1. This figure is an increase of approximately 210,000 passenger journeys since 2009/10; representing a roughly 30% growth in patronage in just 2 years, and demonstrating the importance of the Station as a gateway to the Town for residents, commuters and tourists alike. It is also important to note that in the last 10 years the number of journeys made on the national rail network using a Disabled Persons Rail Card has increased by 165% 2 ; the need for an accessible footbridge at the Station is becoming increasingly important if Stratford-upon-Avon is to be a fully accessible railway station. 1 ORR, Estimate of Station Usage Data, , 2 ATOC, Train Companies Praised at New Accessibility Forum, Page 4

5 Planning Policy The application is accompanied by a separate Planning Statement outlining how the proposed development accords with local and national transport, accessibility and rail safety policies. Introduction to the Development As noted above, the existing station facilities do not meet the accessibility needs of station users in a suitable way for access to the island platforms 2 and 3. As part of the wider Network Rail Access For All (AfA) nationwide 10 year programme to improve accessibility to key stations on the rail network, Warwickshire County Council are supporting the proposal to provide step-free access to the island platforms. AfA is aimed at providing easier access within station sites for wheel chair users, people with mobility issues, parents with pushchairs, assistance dogs and passengers with heavy or awkward luggage with the provision of automatic lifts and improved staircases when compared to the existing. In response to the historic nature of the existing station building and footbridge together with the arrangement of canopies and platforms, the development proposes a new separate lift, stair and bridge construction, with the new span being c.15m to the north of the existing. Involvement The scheme has been subject to a widespread consultative process with demonstrated support from: The local public; Station users; Statutory authorities (Warwickshire County Council, Stratford District Council & Centro); Network Rail; London Midland; and Chiltern Railways. Evaluation The need for the development has been identified through the N e t w o r k R a i l Access for All programme and the Warwickshire 3 rd Local Transport Plan and the proposals are in keeping with the existing station use and support the consolidation and expansion of public transport patronage to the Stratford-upon-Avon area. The scheme proposals responds to contemporary user needs and is in accordance with the station owner and operator Page 5

6 obligations under the Equality Act 2010 and their duty of care for the safe use of the station facility. View of station building showing brick detailing and canopy Trackside frontage of station building with timber dagger-board canopy over DESIGN Site Analysis The existing station and surroundings are typical of their age with a substantial, single storey red brick station building, timber and steel canopies and metal framed footbridge. The site is served by a dedicated access road, Station Road, from the main Alcester Road which leads to a dedicated surface car park fronting the station building. Page 6

7 It should be noted that the view from the east will shortly change with the construction of the new Station Road and residential housing on the site of the former Cattle Market. However, the new footbridge should provide little visual intrusion into this development, being as it is within the footprint of the station itself. It should also be noted that the view from the north, towards the station, is limited to that from the car park as the area is surrounded by industrial units with little public access. The station buildings and footbridge are concentrated to the south of the station site responding to the primary site access (blue arrow above) with pedestrian access/ egress to platforms through the station building and the gap between building and footbridge (yellow arrows above). Blue badge parking is located adjacent to the existing bridge, less than 30m from the proposed position of the new lift shaft towers. This will help those who are unable to walk long distances to cross between platforms and their parked car. Consideration of Alternative Options 1. Do Nothing The simplest and easiest option which would result in no impact to the fabric, appearance or structure of the existing station site would be to do nothing. However, this would not solve the Equality Act 2010 accessibility issues at the station that are presented by the stepped footbridge and barrow crossing. This option was therefore not taken further. 2. New Bridge at Southern End of Station Analysis of the existing station identified at an early stage that the introduction of lift, stair and new bridge a t t h e s o u t h e r n e n d o f t h e p l a t f o r m s would be incompatible with the existing functions, form and historical context of the station building and canopies. It was therefore decided that the existing station buildings would remain unaltered by the proposal. 3. Adaptation of the Existing Bridge to Accept Lifts Investigation work was undertaken to determine if lifts could be added to the existing stepped footbridge (as had occurred at a number of other stations in the West Midlands e.g. Dorridge) however there were a number of shortcomings identified with the option to adapt the existing bridge to introduce lift access. These being the narrowness of the bridge span and stairs, steepness of the stairs and the cranked form of the double landing staircase design. The structural framework needed to achieve the necessary clearances over the platform edge and track, from the new lift shafts and the existing bridge, would have cost more than a new standalone bridge. In addition: A new temporary bridge would be required to enable passengers to cross between platforms whilst construction work was being undertaken; Page 7

8 The visual form of the existing bridge would have become unrecognisable on completion of the work. 4. Swing Bridge A swing bridge between platforms at the southern end of the station was briefly investigated to provide an at-grade crossing that did not permanently obstruct the passage of trains to and from the head-shunt under the Alcester Road bridge. However, this option was rejected by Network Rail on operational and railway safety grounds. 5. Relocated Barrow Crossing Use A relocated barrow crossing at the southern end of the station platforms was also considered (as this is outside of the day to day operations of the station). However this was also rejected on railway safety grounds but also did not meet the objectives of providing a unassisted crossing facility between platforms. To retain the defining heritage assets of the site, to meet Network Rail standards for stepless access within railway stations, to meet the needs of the Equality Act 2010 and to respond to the site and building constraints the development proposes a new separate structure consisting of a lift and stairs to both platform 1 and the island platforms 2 and 3 with an open bridge span. Layout The new bridge is proposed to be located to the north of the existing footbridge. This location will minimise the extra distance that users of the bridge will need to travel especially bearing in mind that those users who require step-free access are those least able to move a greater distance than necessary. Indeed, Chapter 2 Part (20) of the Equalities Equality Act 2010 makes the following provision: Page 8

9 where a physical feature puts a disabled person at a substantial disadvantage in relation to a relevant matter in comparison with persons who are not disabled, to take such steps as it is reasonable to have to take to avoid the disadvantage. Accordingly, a location as close to the existing footbridge as practicable is required to ensure that disabled or mobility impaired persons are not put at a disadvantage by having to travel much further than an able bodied person in order to use cross between platforms via the new bridge. In addition, this location has been determined following consideration of the following factors: A position at the South end of the existing station building is not viable, as it is not possible to construct any structure in front of the existing station building, opposite the south end of the island platforms, due to the need to maintain a clear platform for a minimum distance from the operational railway. A number of consultation responses highlighted concerns that the new bridge could impact on the visual appeal of the station if located too close to the existing structure. The existing platform lighting levels at the station needs to be taken into account in the location of the bridge to ensure that there are no contrasts in lighting level that could pose a security or safety hazard; Moving the bridge further down the platform to the north would result in the loss of a number of mature trees that exist between Platform 1 and the station car park; if located significantly further to the north, it would also impact on the visibility of the network signals from the train driver s viewpoint, especially for short formation trains, when stopped at the designated places on the platforms. Relocating signals and/or relocating the designated train stopping points is not considered a viable option due to knock-on implications. The new bridge will impinge on 3 car parking spaces (due to the width of the lift shaft); in the proposed location, the bridge will sit next to the relocated bicycle shelter; and The proposed location is approximately 30m from the blue badge parking within the station car park, thus minimising the amount of distance passengers have to travel if using this facility. This is an important consideration because one of the eligibility criteria for a blue badge is that holders are unable to walk unaided for more than 50m. All trains stop to the South of the existing bridge towards the South end of the platforms; as nearly all trains from Stratford-upon-Avon are four carriages or shorter, nearly the entire length of the train is normally to the South of the bridges. Locating the new bridge further to the North on the platforms will therefore require users to travel this extra distance both to reach the bridge, and to return to reach the trains at the island platforms. This l o c a t i o n will therefore offer the most convenient access for users whilst retaining the station defining heritage assets. Page 9

10 To comply with Network Rail guidance for the design of vertical circulation the b a s e o f t h e new l i f t t o w e r structure will be located 5m from the base of the existing stairs. The gap between bridge spans, new to existing, will therefore be circa. 15m. This spacing will provide safe access and maximum convenience for the user whilst protecting the identity of the existing station and bridge. Amount And Scale Of Development To meet user demand the proposed new lifts will have a capacity of 16 persons requiring a lift shaft plan dimension of 2,425mm square. The bridge span itself will provide a clear pedestrian width of 2,000mm and will have a vertical clearance from top of track to underside of bridge of 5.1m, in accordance with national Network Rail standards to allow for possible future electrification of the line. It should be noted that this requirement was also stipulated by Network Rail in the design of the new Stratford Parkway Station footbridge. This will result in the underside of the new bridge being higher than the existing by circa. 900mm. Similarly and to meet station usage, the stairs will have a clear width of 1600mm with base, intermediate and top landings to meet accessibility guidelines and Network Rail standards. Both stairs and bridge will be uncovered. All will be based upon Network Rail standards to achieve full accessibility to the island platforms. The height of the lift towers is also dictated by the requirement to have sufficient space above the lift car to install manual hoisting equipment to raise or lower the lift car in the event of power failure of maintenance requirements. This design brief therefore dictates a scale and size of development to provide bridge clearance over track and lift overrun above the bridge deck level. Stylistically the options for this brief have been investigated through the standard NR design, a contemporary option and a heritage option. These are illustrated below. Page 10

11 Option 1: Standard Network Rail Design Standard NR bridge, lift and stairs. Red brick base to 3m above platform with composite grey metal cladding above. Painted steel bridge span and stairs. Monopitched roof to lift shafts. View from the north with form of existing bridge visible behind. Option 2: Contemporary Bridge Design Contemporary bridge, lift and stairs. Red brick base to underside of bridge, steel bridge deck with clear glazed sides. Lift shafts formed with flat panel stainless steel cladding and flat roof. View from the north with form of existing bridge visible behind. Option 3: Heritage Bridge Design Heritage bridge, lift and stairs. Red brick cladding throughout with buff brick detailing mimicking the existing station building. Painted steel bridge span with colours matching existing footbridge. Timber dagger-board canopies over lift exits and pyramid standing seam roofs to lift shafts. View from the north with form of existing bridge visible behind Page 11

12 Consultation The three design approaches illustrated above were displayed for public consultation. Public response demonstrated a clear and substantial preference for the heritage design approach complimenting the existing station design. The developed design is illustrated below. As Existing: View south from platform 1 looking back at the existing footbridge with station building beyond As Proposed: View of the evolved design proposal illustrating the use of materials, forms details and colours to harmonise with the existing station buildings Page 12

13 Appearance Following the public exhibition at which alternative bridge designs were illustrated, including a standard Network Rail design, a Heritage based design and a contemporary modern design (as illustrated above), feedback received strongly supported a Heritage design. As such, a Heritage design has been developed for this proposal. The design draws upon the original station materials of red facing brick with buff brick details to doors and windows, dark grey zinc pitched roofs, timber dagger-boards to canopies, painted to colour match the existing dagger-boards, and distinctive 2 colour paint scheme to the steel bridge structure, colour matched to the colours of the existing bridge, to create a harmonious whole across new and existing structures. Weather protection to lift entry and exit is provided by way of canopies to all levels. At platform level these are lightweight glass cantilevered off the lift shaft to reduce posts and impediment at platform level. In the more visible location to the top of stairs these are pitched roofs with painted dagger-board details and ridge finial to reflect the existing bridge and station canopies. Materials The materials proposed are shown on the Appendix to this Statement Landscape Landscape works are restricted to the necessary improvement of pedestrian paving to the base of the proposed stairs and lift entrances at platform level. No other landscape works to the station will be carried out as they are outside the remit of the Access for All funding package. Access The application site is a railway station, with excellent access by train; access by bus will be improved to enable bus routes to stop opposite the station building, instead of on Alcester Road, on completion of the redevelopment of the former Cattle Market site. Access to the station site by foot and bicycle from Stratford-upon-Avon town centre is excellent. There is also a newly expanded car park adjacent to the station, with Blue Badge parking spaces close to the access to the station platforms and the base of the new bridge. The development provides for improved accessibility within the existing station to meet Network Rail best practice guidance through the AfA scheme of works to provide step free access within the station to all platforms. As such the proposal will provide significantly improved access within station sites for wheel chair users, people with mobility issues, parents with pushchairs, assistance dogs and passengers with heavy or awkward luggage as well as for all other general users, with the provision of automatic lifts and improved staircases in accordance with AfA best practice. Page 13

14 The lifts will be operated by means of a call button and intercom system, connected to the station ticket office during opening hours and to the Centro control room otherwise, which will ensure that the use of the lifts is monitored and secure for users, and available at all times that access to and from the island platforms is required. This will greatly reduce the risk of vandalism to the lifts and bridge but also will provide an emergency call facility in case of incident when the lift is in use. Conclusion This Design & Access statement has set out how the context of the site and its surroundings have been taken into account through the design process and how the design of the proposed development has responded to both the constraints and opportunities identified. The process has involved meaningful consultation with local residents and other informed stakeholders. The views expressed through this process have influenced the development of the scheme, particularly in terms of the Heritage Style of the bridge and its location on the station platform. The illustrative plans which accompany the proposals represent the product of a successful balancing of the site assets and constraints, to achieve a development which is both sustainable and deliverable. It is considered that the proposed Stratford Town Station Access for All Footbridge consists of a high quality design which is appropriate to the site context with safe and inclusive access for pedestrians, and especially the mobility impaired, and those with luggage / pushchairs etc. Its provision will ensure that Station forms a world-class gateway to Stratford-upon-Avon for many years to come. Page 14

15 APPENDIX A: MATERIALS AND FINISHES DETAILS Page 15