Platform 2 needs PROPER disabled access!
Deal station has a growing footfall and serves a population with an elderly profile particularly in the older parts of the town nearer the station.
We believe Deal is WRONGLY categorised by Network Rail as already having "step-free" access, and thus wrongly omitted from the list for improvement. Their description of the station facilities says "Yes" to step free access coverage, and that the Ticket Office and CarPark are step-free, but in fact this is only true for Platform 1.
We believe Deal is WRONGLY categorised by Network Rail as already having "step-free" access, and thus wrongly omitted from the list for improvement. Their description of the station facilities says "Yes" to step free access coverage, and that the Ticket Office and CarPark are step-free, but in fact this is only true for Platform 1.
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Platform 2 is served by a very steep pedestrian-only footpath from London Road that is difficult to navigate by wheelchair. Where the footpath joins London Rd, there is no lay-by, car-parking or safe pick-up/drop-off area. London Rd at this point is busy and parking is prohibited.
To reach the car park and Ticket Office from platform 2 a passenger must either: (i) use the footbridge to platform 1, 22 steps each side; (ii) walking up the path to London Rd, over the road bridge across the railway to Queen St, then into the station car park. |
Where the footpath joins London Rd there is no lay-by and parking is prohibited - this does NOT count as disabled access.
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Network Rail plan of Deal Station claims to offer "step-free access" to both platforms, BUT...
(Click on plan for key to symbols and more detail)
Hiding behind Platform 2, there's an old access road and parking area that could be brought back into use.
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The pedestrian exit from Platform 2 is well-used, but wouldn't it be great if you could drive down here to meet people off the train? (especially if they've got luggage, buggies - or are a bit infirm).
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PROPOSED ACCESS FACILITIES:
(1) re-open vehicle access to still-existing access road behind platform 2, create pick-up/drop-off space, taxi-rank space,and limited parking spaces which should be controlled by arrangement with the local authority or the TOC's parking contractors. This would address obstruction to the Network Rail yard entrance by unauthorised and uncontrolled parking. The steepness of the path gradient could be addressed by re-grading along a 'zig-zag' using NR land currently vacant behind Platform 2.
(2) improve sight-lines of station access road junction with London Rd by widening the splay. Because London Rd is quite narrow at this point, it is suggested that this junction is signed for "left turns only", i.e. turn left into the station yard only from London Rd travelling East; exit from the station yard turning left towards the road bridge and Queen St.
(1) re-open vehicle access to still-existing access road behind platform 2, create pick-up/drop-off space, taxi-rank space,and limited parking spaces which should be controlled by arrangement with the local authority or the TOC's parking contractors. This would address obstruction to the Network Rail yard entrance by unauthorised and uncontrolled parking. The steepness of the path gradient could be addressed by re-grading along a 'zig-zag' using NR land currently vacant behind Platform 2.
(2) improve sight-lines of station access road junction with London Rd by widening the splay. Because London Rd is quite narrow at this point, it is suggested that this junction is signed for "left turns only", i.e. turn left into the station yard only from London Rd travelling East; exit from the station yard turning left towards the road bridge and Queen St.
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(3) provide a standard-width shared cycle-pedestrian path beside the Network Rail yard through to the Albert Road level crossing. This would provide safer routes to and from platform 2 towards North Deal, Middle Deal and Sholden (serving new developments), and also provide a safer more attractive route from the station towards Fowlmead Country Park and cycle track centre, linking with existing route network.
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Looking towards Albert Rd level crossing. This siding is used by Network Rail for track maintenance, but there's room for a new path along the side.
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(4) ALTERNATIVELY, provide new lifts either side of the existing bridge to go between Platforms 1 and 2, which would be suitable for pushchairs and people in wheelchairs. Thus both platforms could access the step-free entrance on Platform 1.
ADVANTAGES
This would be a low-cost scheme, since it involves reinstating a pre-existing access road and parking area, but does not require major investment in new lifts or bridge to deliver access benefits to a large and growing station user base. By encouraging "kiss and ride" and active travel to the station, it would relieve the pressure on scarce car parking spaces in the town centre area around the station. It would widen the station's catchment area so further helping to grow footfall and modal shift, and the station cycle link would encourage sustainable tourism and commuting, helping the viabilty of any enhanced rail services in the 2014-18 franchise extension period.
ADVANTAGES
This would be a low-cost scheme, since it involves reinstating a pre-existing access road and parking area, but does not require major investment in new lifts or bridge to deliver access benefits to a large and growing station user base. By encouraging "kiss and ride" and active travel to the station, it would relieve the pressure on scarce car parking spaces in the town centre area around the station. It would widen the station's catchment area so further helping to grow footfall and modal shift, and the station cycle link would encourage sustainable tourism and commuting, helping the viabilty of any enhanced rail services in the 2014-18 franchise extension period.