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Summary of responses - HS2 Euston station design
development survey (June/July 2017)
Summary
This document summarises the comments received following two community drop-in events that were held at the HS2 in
Euston centre on 29 June and 1 July 2017. The events focussed on the design development of the HS2 station at Euston, within
the context of the area surrounding the current station.
Information boards were displayed at the event to prompt views on the HS2 station design. Using a survey, community views
were sought on the following three themes:
1. HS2 station & transport interchanges
2. Open space & public realm
3. Streets & connections
The survey was available to complete either online or to hand in at the HS2 in Euston centre. In total 25 responses were
received, comprising 17 online responses, six paper surveys and two responses that were emailed. The respondents included
residents, businesses and local community/business groups. Of the responses received from groups, these included the
Camden HS2 Association of Resident Groups for Engagement (CHARGE) on behalf of 11 residents groups in Camden (Annex A),
the Camden Civic Society (Annex B) and the Euston Town Business Improvement District/Camden Town Unlimited. CHARGE
provided a statement of priority stating that the highest priority must be given to helping, supporting, and improving amenity
for local communities, and to celebrating, protecting and enhancing the context of local heritage assets, green parks and
gardens. A table of all responses is shown in Annex C.
HS2 station & transport interchanges
Q1. In the AP3 scheme, the concourses were located in the centre of the HS2 station and entrances from the street were proposed to the north, south and east. What are you views on where the station entrances should be located and providing a combined concourse for HS2 and Network Rail?
Summary of responses:
Entrances to the south, west and north of the HS2 station were generally supported (example given of St Pancras station with entrances to the sides of the station). Entrance to east through NR should considered
It was suggested there should be an entrance to the London Underground from the HS2 concourse
The need to give priority to the entrances/exits nearest to the London Underground was raised
Integration with the Network Rail station and ability to cross between the two stations was highlighted to provide a connection from the west of the station to Somerstown in the east
The concept of a combined concourse with the Network Rail was generally supported
Concern was raised about the busy station affecting quiet nearby residential streets and that vehicles accessing the north should only be for servicing
Recommendation for many entrances
CHARGE suggested the following: o Entrances should be aligned with the street grid o Combined concourse welcomed, but not at expense of green open space o Main entrance should be in the south and not hidden behind development o Northern entrance should not detract from the existing quality of Mornington Crescent
Q2. What should we bear in mind when designing the location of the bus stops/stands, taxi drop-off/pick-up points, and cycle routes/ parking?
Summary of responses:
General: o Need to consider ease and safety of passage for all users and all abilities, and separation of traffic flow
between station users and non-users
Buses: o General view that a bus station was preferable to make use easier by station users/tourists o Current bus station needs improvement o Avoid buses double-backing or taking tight corners. Current routes out of bus station add journey
times o Bus station to the south should be larger o Keep bus station in the current location (ie. near to trains), and make it one-way to minimise land take
from Euston Square gardens
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o Bus stops should be well-lit and airy, with plenty of seats. Suggest an attendant o Transport interchange similar to Amsterdam Central stations suggested
Taxis: o Should be able to drop-off passengers and pick-up straight away to avoid queuing o Need disabled access o Consider private car/private hire/uber drop-off/pick-up and future proofing for driverless cars o Local residents should be considered – suggest ranks away from residential areas with direct access to
Euston Road. Front of station suggested. o Suggestion for reduced area for taxis to encourage cycling and walking o Where possible taxi drop-off/pick-up should be places on overdeck or below buildings to increase
green open space, particularly underground as they’re likely to be non-polluting by 2033 o Taxi drop-off provided on both sides of the station o Attendant suggested to manage flows
Cycling: o Encouraging cycling is important – need dedicated space for cyclists/cycle paths and ample, simple,
obvious and secure cycle storage o Cycle routes should allow efficient travel in the area without comprising safety of other users o Minimise pollution for pedestrians and cyclists o Need to consider visual appearance of cycle parking and easy access for cyclists to enter the station
Open space & public realm
Q3. What type of spaces should we provide when designing new and replacement public realm and open space? (eg. planting, trees, grass, hard surfaces)
Summary of responses:
CHARGE suggested the replacement for St James’ gardens should be on real ground and not on overdeck, to allow large trees to grow. It should include the surviving remnant of the gardens. In re-providing open space, provide a natural and green space like a proper garden that isn’t exposed to wind, surrounded by vehicles/beside a major road. Should be an emphasis on traditional street materials
Camden Civic Society commented on the footprint of Euston Square gardens being sacrosanct – original (or copied) railings should surround the full perimeter with a hedge. Soft landscaping preferred. Trees in planters not acceptable as replacements
Need to consider safe access to replacement open space
Green spaces should be prioritised and other open spaces should be a green as possible, minimising hard landscaping
Plant lots of trees, which should be given scope to grow as large as possible
Clear and wide paths to entrances that encourage segregated movement (ie. walking on left)
Provide a green roof on the station
HS2 station should be surrounded by a layer of trees
Spaces should be to interact with and not just look at
Examples: o British Library (although more greenery would improve) o King’s Cross (wide open space, lounging areas and places to buy food/drink) o Paddington Central (use of grass and trees and useful and effective walkways) o Jubilee Gardens (use of grass to outline paths you want people to take)
Q4. What else should we consider when designing the public realm and open space?
Summary of responses:
General suggestions include consideration for trees (including consideration of air quality), grass to sit on, benches, public art, performance space, heritage, providing publicly owned spaces, places to relax, play space and ensuring accessibility (including ramps)
CHARGE suggested need to prioritise green open space and recognise differing needs of residents and commuters when designing open space and keeping the different areas separate and accessible to local community. Forecourts should be large enough to ensure they don’t become congested. Safe play areas east of Hampstead Road to replace those lost in St James’s gardens
Open spaces outside station entrances were suggested by the Euston Town BID to encourage station users to step out of station into local community
Camden Civic Society suggested dignified and clearly defined walking routes to the station (not triumphal avenue), with food outlets kept clear of main pedestrian routes. Well-chosen good quality permanently installed public art
The history of Euston (and connection with the areas it serves) should be respected, including a modern version of the Euston Arch forming an entrance was suggested
Provide flexible open space that can be used by local businesses (markets, fairs, performance)
The creation of quiet areas to relax and providing open spaces that have ‘space’
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Make it easier to cross Euston Road (‘green’ pedestrian bridge or ‘bury’ Euston Road into a tunnel)
The Euston Tap and Cider Tap (lodges in Euston Sq gardens) should be retained
Pop-up shops & a bike repair shop
Respecting the respective areas of Bloomsbury and Camden
Areas should be safe and well-lit
Provision of toilets and spaces for somewhere to spend whilst waiting for a train
Garden between station and Euston Road not sensible as nobody will use the space for relaxation due to the road
Streets & connections
Q5. In providing north-south and east-west connections across the HS2 station, what should we consider? (eg. location of connections, covered/uncovered routes, active frontages along connections)
Summary of responses:
Routes north-south and east-west should be at the same height throughout
CHARGE is concerned that east-west links will be badly compromised if Network Rail platform are not lowered. There should be no level change east of the current station boundary. Routes should avoid residential estates. The north-south connection is welcomed if it is amenable to walking/cycling not congested with station users
Camden Civic Society commented on the need for an entrance from the station to link with Phoenix Road and that routes through the station are not used as replacement open space instead of actual parks and gardens
Passengers should also be able to walk across the station – suggestion to lower Network Rail platforms
Need a connection to HS1 that avoids Euston Road (Phoenix Road or an underground walkway)
Uncovered routes to help feel part of the city. Covered routes are unpopular if security is poor
Nothing planned should detract from the amount of public green space and trees
Routes should be light and airy, well signposted and lit. Plenty of seating. Covered but still open
Provide accessible routes that are pedestrian and cycle friendly. Raised walkway over Euston Road
Entrances should be open 24/7
Flow of people is important – Euston is already very busy
Q6. When designing the station, how should we ensure that the station is outward facing and connected to the local area?
Summary of responses:
CHARGE commented as follows: o Environment for pedestrians at all points in and around the station being pleasant,
including greening o Street level should not have blank walls, obscure glass, clear glass with inward facing
shelving/signage/furniture (as at St Pancras station) o Northern entrance should not detract from character of Mornington Crescent and respect
separation of Euston and Camden Town o Provide street level entrances, small shops or offices of (for example) coffee stands o Glass roof to station not necessary. Oversite development should be set back higher levels
from street o New streets should prioritise placemaking o Consider innovative and sustainable servicing (centralised logistics) to station and oversite
development o Residential areas should remain quiet and calm and not become through routes
Euston Town BID suggested that entrances in all directions should be major, rather than one main entrance to the south. Commented the surrounding community should be visible from the entrance rather than hidden like the current station
Camden Civic Society are concerned an outward facing station would harm the character of the existing residential areas, although they support links to Drummond Street. Where there is activity to the station edges, this should be small workshops and small-scale enterprises. Noisy wine bars and eateries should be kept within the station or to the south
Remove barriers between the station and Euston Road
Make entry/exits as wide and welcoming as possible so people feel it is for everyone, not just passengers
More parks and replacement of trees
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Ticket barriers can be a real deterrent to integrate station with local communities – need new technology if necessary
Make sure it is modern
Station design should incorporate the design/culture of local community
Provide new pavements
Bring business to the area, but without compromising living standards
Permeability of the facade
Annex A: CHARGE response
Joint community response by CHARGE, the Camden HS2 Association of Residents’ Groups for Engagement Coordinated by CHARGE on behalf of: Ampthill Square TRA Camden Cutting Group Darwin Court RA Drummond Street TRA Gloucester Avenue RA Park Village East RA Park Village RA Silsoe House Regents Park Estate TRA SHOUT2 Somers Town Neighbourhood Forum Statement of priority In designing the station, the highest priority must be given to helping, supporting, and improving amenity for local communities, who will suffer over fifteen years of disruption from construction with, as yet, not even any firm proposals for compensation, and to celebrating, protecting and enhancing the context of local heritage assets, green parks and gardens. This statement of priority applies to and takes precedence over all our answers below, each of which is subject to it. The HS2 station and transport interchanges Although the locations of the HS2 station platforms are fixed, we are able to consider different options for where the concourses and entrances should be located, to better integrate the HS2 station with the Network Rail and London Underground stations, and the local area. We are also considering ways to improve provision for buses, taxis and cycling. 1. In the AP3 scheme, the concourses were located in the centre of the HS2 station and entrances from the street were proposed to the north, south and east. What are you views on where the station entrances should be located and providing a combined concourse for HS2 and Network Rail?
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Station entrances should, where possible, be aligned with existing street grids. A combined concourse would be only welcome if it does not detract from our priority above. A northern entrance should not detract from the existing quality of Mornington Crescent, should respect the separation of Camden Town and Euston, and should not be a main entrance. Station concourses or gardens on overdeck are not acceptable replacement open space for the loss of St James’s Gardens. The main presence of the station should be to the South facing the Euston Road and should preferably not be tucked behind a large tower block. 2. What should we bear in mind when designing the location of the bus stops/stands, taxi drop-off/pick-up points, and cycle routes/ parking? Moving the bus station/bus stops further away from current provision mitigates against the provision of a world-class transport hub. Additional walking is problematic both for travellers and local people and disadvantages those who must rely on buses for onward or local transport. There needs to be a proper assessment carried out that takes into account the needs of both those coming into Euston and those living locally which should include the needs of disabled, mobility and sight impaired, wheelchair users, families with small children and/or pushchairs, and people with bulky/heavy luggage, etc. Wherever possible, taxi drop-off/pick-up points, cycle stands and parking should be placed on overdeck and/or under buildings to maximise replacement of lost open green space and allow replanting of mature trees on real ground that will not hinder their growth but allow them to flourish to their majestic potential and assist in reducing air pollution and improving community well-being. Taxis are highly likely to be non-polluting by 2033 and so there are no health reasons not to put them underneath structures, as in the current station. Cycle routes should allow cyclists to travel efficiently through the area without compromising their or others’ safety. Eversholt Street is a residential street, already suffering from poor air quality due to traffic congestion and the canyon effect. Extreme care needs to be taken before adding to the congestion on this street. This is also somewhat the case for Hampstead Road, although traffic on Hampstead Road is preferred to traffic on surrounding side streets.
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Public realm and open space We have the opportunity to create new public spaces as part of the HS2 station. In the AP3 scheme, we proposed public realm at the HS2 entrances on Euston Road, Cobourg Street and Hampstead Road. Replacement open space was proposed outside the northern entrance to the high speed station, and it is intended to provide open space in this location in any future design. As part of commitments given to the London Borough of Camden, HS2 Ltd will also fund public realm improvements in the local area around Euston. 1. What type of spaces should we provide when designing new and replacement public realm and open space? (eg. planting, trees, grass, hard surfaces) It is critically important that the replacement space for St James's Gardens (“SJG”) be placed on real ground to allow large trees to grow, not on overdeck. It should include the surviving remnant of SJG and should respect the historic context of Bloomsbury and the surrounding area, including the existing London garden squares and parks. It should provide a natural and calm green space, a proper garden to let people enjoy nature. It should not be exposed or windy, nor have a major road as one of its boundaries, nor be surrounded by any motorized vehicles. Other open spaces should be as green as possible, minimising areas of hard urban landscaping. Trees should be given scope to grow as large as possible. To set Euston apart from Kings Cross and Regents Place there should be an emphasis on the use of traditional street patterns and materials (granite for kerbing only, york stone paving, distinct streets for vehicular traffic). 2. What else should we consider when designing the public realm and open space? (eg. accessibility, public art, heritage, space for markets, performance space, play space, places to relax)? The highest priority must be given to providing replacement open green space for SJG, as close to its current location as possible, as is stated to be a priority in the Euston Area Plan. That green space should include an equivalent area of grass and allow for an equivalent number of large trees to grow to replace those that have been lost in SJG. Damage to Euston Square Gardens must be minimised and any trees lost must be replaced with equivalent trees that have sufficient space to grow to their full heights.
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The station should deliver a range of high-quality, linked London garden squares, green parks and open green spaces as well as public realm. This should include re-provision and enhancement of existing green spaces, preserving the current orientation of Euston Square Gardens. The needs of residents and commuters are distinct, and this needs to be recognised in any plan. Commuters need station forecourts large enough that they do not become too congested, places to eat and drink whilst waiting for connections. Such public spaces could be used for events, exhibitions, etc. Residents need peaceful areas to relax and play, and free access to sporting opportunities. Such places need to be designed to reflect that they are predominantly for the enjoyment of residents. Signposting around residential areas is important. There needs to be a replacement ballcourt and children’s playground, accessible to residents east of Hampstead Road, to replace those lost from SJG, which could acceptably be on overdeck. Additional play space will be required for any new homes built. Children and young people should not have to not be encouraged to play in areas of poor air quality, but must be offered suitable places to play outside. Streets and connections The current Euston station restricts movement between streets either side of the station. As part of the AP3 scheme, a north-south pedestrian route was proposed between the HS2 and Network Rail stations. It is intended to retain this connection in any future design. Depending on any future redevelopment of the Network Rail station, we are also considering how we can provide future east-west connections between Cobourg Street and Eversholt Street. In terms of the existing station frontages, these are poor quality and unfriendly. We would like views on how the HS2 station can be designed to promote street level activity and connect with the surrounding area. 1. In providing north-south and east-west connections across the HS2 station, what should we consider? (eg. location of connections, covered/uncovered routes, active frontages along connections) Any east-west links will be badly compromised if the Network Rail platforms are not lowered and must be subject to our priority above. Elevated routes to other stations are not acceptable. There should be no level changes east of the current boundary of Euston Station.
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East-west connections should avoid directing commuter and holiday traffic through individual estates, past people’s bedroom windows. Design and signposting should direct pedestrians along Phoenix Road, for example, rather than through the Ossulston Estate. A north south connection would be welcomed if it is able to be used as a proper through route, is amenable to walk / cycle along and will not get so congested with station users that its function as a through route is compromised. 2. When designing the station, how should we ensure that the station is outward facing and connected to the local area? The station should ensure that the environment for pedestrians is pleasant at all points around and within the station, with as much greening as possible. At street level there should be no blank walls, obscure glass, or clear glass windows containing inward facing shelving, signage, furniture or other obstructions as can be found at St Pancras. Blank façades, even of clear glass, should be minimised. The design should expressly take account of the conclusions of the latest research on optimal design of streets for pedestrian usage. The northern entrance should not detract from the existing quality of Mornington Crescent and should respect the separation of Camden Town and Euston. Opportunities to provide street-level entrances, small shops or offices or (for example) coffee stands with no negative effects on amenity should be taken wherever possible. Independent businesses should be prioritised so that it is not a clone of St. Pancras/Kings Cross. A large glass roof along the train shed is not necessary to provide a world-class station, as shown by Grand Central Station, and unnecessarily limits the scope to mitigate impact on surrounding communities by distributing the allocation of over site development across the station. Glass roofs should be limited to the absolute minimum necessary for ventilation and over the main concourse only. An attractive station can be created through high ceilings, careful lighting and windows.
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Provision for over-site development should take account of the desirability of progressively setting back higher floors of taller buildings from street level to avoid unnecessary loss of light to streets and sunlight to green spaces New streets should prioritise place making, and walking and cycling but continue to allow vehicular access so that existing business, schools and places of worship can continue to flourish and homes can be safely accessed. The station should also provide and promote innovative and sustainable servicing (centralized logistics) to the station and over-station/related development to minimize impacts. There should be a separate cycle underpass with an entrance in Gordon Street, in addition to a much better pedestrian crossing or pedestrian underpass. Cycles should be kept away from buses and provision made away from main roads where air pollution is too high. It must be an overall guiding principle that residential areas remain quiet and calm and do not become through routes. The increased train services will inevitably result in an increase in car traffic. Well planned traffic management systems should be designed to ensure traffic is kept on main roads and away from currently quiet residential side streets, with all such plans assessing and minimising impacts on local residents. The external appearance of the station should be designed in conjunction with the local community, not presented as a fait accompli with only minor changes possible. The community is not convinced that the compulsory purchase and demolition of the Bree Louise public house is required for the station, as opposed to preparation for oversite development, and requires proof that that is the case.
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Annex B: Camden Civic Society response to the HS2 Euston Station design survey
The Camden Civic Society is a voluntary organisation, Charity number 276262,
www.camdencivicsociety.org.
Introduction
We are pleased to be able to comment on the matters included in the survey; many of these
have already been addressed in our House of Commons AP3 petition, 1837 (green), and our
House of Lords petition, 770 (red), and our responses below draw on these two documents.
Please forgive the patchwork effect resulting.
While we are surprised that HS2 Ltd’s plans are still evidently very fluid at this relatively late
stage (seven years after the announcement of the HS2 scheme) we would be very glad if we
could have some influence on their further development.
(Is it correct that people need to sign in with a password in order to complete the survey
online? If so, many people are likely to have found this off-putting.)
A. The HS2 station and transport interchanges.
i) Concourses and entrances [and station design in general]
13.7.17 The Camden Civic Society believes that the principle behind the design of the station
should be its purpose as a very important transport hub, for local transport as well as for
long-distance trains. It should be building of optimum functionality, flexible enough
accommodate future changes in transport styles, and at the same time a fine piece of
architecture.
18. Our request …is that the station is redeveloped as a single undertaking which is carefully
planned and organised to take as short a time as possible.
35. The revised architectural design for the new station, by Grimshaw Architects …. is in itself
a potentially harmonious combination of low level concourse space with vaulted roofs and
much glazing above, interspersed by blocks of offices; according to the section drawing CT-
20-002, these blocks would not be more about 8 stories high. However, the design for the
new station in no way complements or corresponds to the design of the existing station; in
its truncated state, this latter is likely lie for many years alongside the new station,
separated only by the new wall-like “spine”……
13.7.17. The station interior should be light and airy, as in a traditional London railway
terminal – King’s Cross, St Pancras, Liverpool Street etc. We agree that a glass roof, which
we understand is anyway required for ventilation, is the easiest way to achieve this,
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although that should not be done in such a way as to require high towers without setbacks
that will overshadow existing residential streets, or as to prevent the re-provisioning of a
park to replace St James Gardens as close as possible to the original location and on real
ground to permit large trees to grow.
We do not like Terry Farrell’s alterations to Charing Cross station, done to enable
development above, which have resulted in the blocking out of much of the natural light.
Although we do not support the reconstruction of the Euston Arch (see below), the
associated gates and railings, which are very elegant and decorative, could be incorporated
into the new station as a way of commemorating Euston’s pioneering role in the early
development of railways – Euston and Curzon Street stations are the termini of the world’s
first intercity railway. Some or all of these original gates and railings are in the National
Railway Museum in York and more could be cast from them. [Photo to follow]
We remain very concerned about the impossibility of achieving, under AP3, any coherence
between the new HS2 station and an un-rebuilt old Network Rail station. We would
welcome a shared concourse if feasible.
Another major concern for us is that, if the NR side of Euston is not rebuilt, all the envisaged
Over Site Development will end up concentrated on the HS2 side. While the Protected
Vistas passing over the site remain in force, any OSD directly above the station cannot be
very high. But we are afraid of it becoming too dense, blocking light from the station itself
and reducing the amenity of the users of the new OSD buildings.
In the AP3 proposals… the SW corner of the HS2 station is set back so that the station’s main
entrance is in line with Drummond Street. Opening up views through to Drummond Street
….in principle would be a change for the better. However, it appears that the intention
behind the change is to create space for at least one very large new building …. marked in
orange on the drawing CT-06-001 and just outside the Protected Vistas. Very much
undesirable in themselves, one or more large buildings in this position would visually block
the main entrance to the ‘HS2 station’. It/they would also prevent taxis exiting this way onto
Euston Road. We repeat our wish that actual transport needs are pre-eminent in the
planning of the station.
13.7.17 We have no objection to multiple entrances for pedestrians but we are against
vehicles accessing the northern end of the station other than for servicing. We are
concerned that the atmosphere of a very busy station risks bleeding into the currently quiet
neighbouring residential streets. We also want a clear distinction maintained between the
inner city character of the area around Euston Road and the local shopping centre character
of Camden Town. In our response to Camden’s ESAPB consultation we have said that we are
very much opposed to any extension northward of the Central Activity Zone.
We believe it unwise to block off of Gordon Street at its northern end. The new
Underground entrance can fit into one half of the street. The other half should be left open,
in particular for vehicles leaving Bloomsbury and requiring to get out onto the Euston Road.
ii) Bus stops/stands, taxi drop off/ pick up/cycle routes/parking
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21 Shared community ‘asks’ include the following : that an integrated plan for Euston be
developed which fits within the present station and railway footprint; that in this new
design, provision for local transport, including a station for the new Crossrail 2 line, is fully
integrated; that demolitions on the east side of [Eversholt Street] are avoided by integrating
the western end of the Crossrail 2 station into the Euston station design; that no additional
rail services are brought into Euston station until local transport has the capacity to take the
additional passengers.
29. New taxi road and rank opposite Varndell Street. The principal taxi rank provided in the
revised scheme is at the northern end of the new station, a cul-de-sac with turning space
along the southern side of a proposed new green space …. We are assured by HS2 that
passengers will easily reach the taxis through a northern entrance/exit to the HS2 station.
However it is known that the majority of passengers wishing to take taxis will be travelling
southwards so this re-siting of the taxi rank a good way north of the front of the station
seems nonsensical. It will result in most taxis making two extra journeys, up and back,
causing additional congestion and pollution in Hampstead Road, and encouraging rat-
running through nearby residential streets, in particular Robert Street. It will also waste
some of the minutes the travellers themselves will have so expensively gained by using the
new high speed trains.
30. Your Petitioners believe strongly that the taxi rank should be on or near Euston Road. The
taxi pick-up point could be at street level in front of the southern entrance to the new
station, due to be set back and parallel with Drummond Street. Taxis could reach this point
by coming along Cobourg Street as originally proposed (and queueing there if necessary) and
then exiting directly into Euston Road.
13.7.17 It is only in the matter of buses and bus stands that our wishes for Euston have
changed since petitioning. Previously we followed Camden’s example and believed that a
bus stand was not necessary. In recognition of the great importance of Euston as a hub for
local transport we now believe that the bus station should remain approximately in its
present position, between Euston Square gardens and the front of the station. It would be
better if this bus provision operated one way only, with eastbound buses and all terminating
buses obliged to turn from Euston Road into Melton Street and from there into a long single
lane parallel to Euston Square gardens. No land should be taken from Euston Square
gardens. By keeping the bus provision one way, the depth of the stands/stops and lane can
be minimised.
We have no objection to cycle stands immediately to the north of Euston Square gardens
but in this position they should be roofless, creating the least visual impact. Covered bike
stands can be provided at the side or the back of the station.
At least one drop-off position must be provided for private cars, ideally two.
B. Public realm and open space i) New and replacement public realm and open space
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46. The reinstatement of Euston Square Gardens. In the revised proposals, even more of
Euston Square will be taken up by works depots (compare the current drawing CT-05-001
with the version in the earlier ES). Little of the current landscaping pre-dates the 1960s (or
1970s) and most of the trees inside the square itself were probably almost all planted at this
time, and are therefore not yet fully mature. Nevertheless, the loss of so much green space in
the short term, and of almost the entire population of established trees in the long term, is a
real blow to the amenity of square itself and the wider area; although squeezed between
Euston Road and the currently overdeveloped station forecourt this square is very well used.
Fortunately, the opportunities for its reinstatement after the completion of construction
stages A and B1 are proportional to the losses it will have incurred …….The decision about
the form of this reinstatement should be made at local authority level. The War Memorial
should be replaced on the central axis, to reflect the concept of the square at the time of the
erection of the surviving lodge buildings.
13.7.17 The footprint of Euston Square gardens should be sacrosanct. The 19th century
perimeter railings which still exist (either as originals or copies) should be added to along
with gates as recorded so as to recreate a complete circuit. [Photographs to follow] With
buses no longer coming through the centre of the gardens the gates might be closed at
night-times. A hedge perhaps of beech should be planted right around the inner side of the
railings, to help keep down noise and pollution and assist in creating the sense of an
enclosure (compare Russell Square). The current mixture of trees and sunny spaces (the
buildings across Euston Road to the south are currently low and do not overshadow the
gardens) should be restored and grass planted and well maintained wherever possible.
54. We are also concerned that replacement open spaces identified in the documents (in particular in Figure 6 on p.63 of the SES2) do not have the potential to become true replacements for these lost spaces: in particular the open space proposed for the northern end of the station, although quite large, will be established on top of the station’s concrete deck and for this reason unsuitable for larger plants and trees. Both it and a smaller piece of land on the opposite side of Hampstead Road will be exposed to the noise of trains and traffic, and very probably to cold NE winds in addition. We are also worried about the increased exposure to traffic of Harrington Square to the north of Hampstead Road Bridge. Like Euston Square, this is much visited by office workers at lunchtime and again is listed in the London Squares Act. 55. We therefore request that HS2 is asked to look again into the question of open space, and if necessary is required to purchase pieces of land with good soil and good shelter (this might require buildings to be demolished). The Hampstead Road Garden on the Regent’s Park Estate, also due to be lost, illustrate how even quite small spaces can become valued sitting out and play areas. In general wherever soft landscaping can be relatively easily maintained, this should be
preferred over hard landscaping. Sunny sheltered seating areas must be provided to replace
those lost.
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Every effort must be made to save existing trees. One row of trees which could be outside
the area of devastation in particular ought to be saved. These are the limes on the southern
boundary of St James’s Gardens. Although less magnificent that the planes in SJG, these
limes have a distinctive semi-rural character and should help to make any open space
eventually established on the Maria Fidelis site into a true small park, sheltered by these
trees from the traffic and railway activity immediately to the north.
Trees in planters (as for example at the front of the Crick Building at St Pancras, attractive as
they are) are not acceptable replacements for trees in the ground.
46. The question of the reconstruction of the Euston Arch. Your Petitioners were very worried to learn that, as reported by the BBC, in the Commons on 15th September this year, Mr Goodwill, the Transport Minister, said that that Transport Secretary Patrick McLoughlin was "very keen to see the resurrection of the Euston Arch …We think we know where the bits are, and indeed the Euston Arch Trust aims to reform the arch and it's for them to bring this forward through a local planning application, but we have a location in the new Euston Square Gardens for the arch to come forward."
47. As far as Your Petitioners can ascertain, there is little demand for the reconstruction of the Euston Arch within Camden. Certainly it our own view that the original stones are too damaged to be reusable. If the Arch is to be physically represented in the square, it should be in the form of an arrangement of representative fragments, as in the short term exhibition organised by the Euston Arch Trust earlier this year.
48. We are particularly worried to hear that there is an intention to rebuild the arch “in the new (sic) Euston Square Gardens”. We believe that to construct something as big as the Euston Arch could be contrary to the protection given to this and other squares by the 1931 London Squares Act (the Act enshrines the following policy: “no building or other structure or erection shall be erected or placed on or over any protected square except such as may be necessary or convenient for or in connection with the use and maintenance of such square for one or more of the authorised purposes.”). It also needs to be considered in the light of internationally agreed policy on “replication”, in particular The Riga Charter on Authenticity and Historical Reconstruction in Relationship to Cultural Heritage, clause 5.
49. We fear that the location Mr Goodwill refers to is squeezed between the surviving lodges, right on Euston Road. How this might look is indicated by a model made by Tim Richards, copies of which it is possible to buy from the Euston Arch Trust website. The original Arch, built 1837, was positioned more than 180 meters behind where the lodges were afterwards constructed and was a huge and heroic Neoclassical building similar in style and scale to the contemporary British Museum (the arch’s height was approximately 21.5 m); the lodges, built c.1870, and themselves a monument to the great railways of the Victorian age, and inscribed with the many destinations it was possible to reach via Euston at that time, are on a much smaller scale and in a much lighter Louis XVI style. The very close conjunction of these two different elements could hardly be less harmonious. The destruction of the Euston Arch was a crime of heritage hatred which should not be commemorated by a further assault on our sensibilities.
6
50. We further believe that Mr Goodwill and Mr McLoughlin wish to see the Arch rebuilt to draw attention away from the visual confusion and conceptual failure that will be HS2’s legacy at the station itself. Its role will be to symbolise a grand vanity project which in design terms, at Euston station, will certainly not be grand.
ii) What else to be considered when designing public realm and open space
13.7.17 While we are not in favour of a triumphal avenue to the front of the station (as recently
proposed by Camden and Network Rail), we believe the walking routes to the station should be
dignified and clearly defined. Travellers and others should not be required to thread their way
through people eating and drinking in the open air. All outlets for food and drink should be kept
clear of the main pedestrian routes and within designated areas. There should be a strict limit on
revenue-producing stalls and shops, and local independent businesses should be favoured over
multinational chains.
We would like to see well-chosen good quality permanently installed public art, particularly
sculpture, provided this is of an appropriate scale and made of traditional materials that weather
well (for example, the Paolozzi work already in Euston Square gardens). We do not want to see
gimmicks. Brightly coloured art works should be kept inside the station. We are particularly cautious
about short-term displays of art of questionable quality in open spaces. This is something that occurs
in Regent’s Park each summer and is objectionable not least because if displayed without permanent
plinths or bases it can be seriously damaging to soft landscaping, especially grass.
C. Streets and Connections
i) Routes across the HS2 station, uncovered and covered routes
13.7.17 We did not cover ‘permeability’ in our petitions since this is not a major concern of ours or,
we believe, of other local groups and residents. We have no objection to a green spine walking and
cycle way between the HS2 and Network Rail areas of the station providing this is a true through
route and is not used as replacement open space instead of actual parks and gardens. We accept
that east-west permeability is not practicable without the rebuilding of the NR part of the station.
Pheonix Road/Brill Place is already a pleasant through route from Euston station to St Pancras and
King’s Cross stations and should continue to be signposted for pedestrians. If more regularly used, it
is likely that cafés etc. will become established along it. At present there is no exit from Euston
Station close to Phoenix Road; this should be an aim for the long term.
Although the Crick Institute is an ugly oversized building the landscaping around it has been done
well and invites the use by pedestrians of Brill Place. We are strongly opposed to the tall tower of
private flats that Camden have granted themselves permission for. This will be built on top of the
small Purchese Street open space and directly on this through route, reducing the amenity of
travellers as well as of local residents.
If Crossrail 2 is built an underground walking route between the stations should be included in the
design of its station. The quiet side streets of Somers Town are not suitable for an elevated
transparent tube as illustrated.
ii) Station outward facing and connected to the local area?
7
In our House of Commons and our House of Lords presentations, we spoke about the long-
established low-rise residential character of the areas to the east, west and north of the station. (The
original station was built within a recently-developed inner suburb.)
13.7.17 Given this context we do not believe it to be appropriate for the HS2 station to be ‘outward
facing’ if this would mean a loss of the residential character of its surroundings to the E, W and No,
or of the sense of calm and space with which these areas are currently blessed.
An exception to this policy should occur where businesses, particularly restaurants, already exist;
travellers should of course be encouraged to leave the station to visit these, particularly in
Drummond Street.
In our response to Camden’s recent ESAPB consultation, we said we had no objection to activity
along the sides of the station of the sort currently associated with railway arches: small workshops
and other small-scale enterprises. But noisy wine bars and casual eateries should be kept within the
station or immediately to the front of it, as now.
Where there are no station entrances and exits and no units accessible from the street, the station
walls should not be blank but should be given appropriate architectural articulation, including
glazing.
D. Not included in your survey – associated commercial development and heritage questions.
13.7.17 The Camden Civic Society’s greatest concern is the commercial development which may
come in the wake of the new station extension, and your survey documents do not cover this
subject. We are especially worried about the impact of tall and/or densely spaced buildings on
available natural light including sunlight and on views of sky from residential windows, on the setting
of listed buildings and conservation areas, and on protected and local views.
Here are some extracts from our petitions:
37. The site at the SW corner of the new station is apparently the only place in the
immediate vicinity of Euston station where it might be possible to construct a really tall
building (this is in contrast with the new blocks which are to be integrated into the
architecture of the new station – these latter will have to be built directly above the station
deck and platforms and therefore will be of comparatively limited height). This site is also
just to the west of the statutory views from Primrose Hill and Parliament Hill.
38. It will not come as a surprise ….. that the Camden Civic Society would object to a really
tall building here. While there are already very tall buildings on Euston Road, notably the
Euston Tower and the tower of UCH, none are in the immediate vicinity of Euston. The tallest
building close to the station is currently One Euston Square, which has about 17 stories.
39. Regardless of the question of views, a new building on this corner site would need to
avoid harming the setting of the many listed buildings in the vicinity: these include the Grade
II* 1-9 Melton Street, the late Georgian Grade II terrace houses and shops in Drummond
Street itself as well as the grander houses of a similar date in North Gower Street.
40. As shown in orange on the map CT-06-001, this supposedly tall building at the SW corner
of the new station is attached to another block on the SE side; we have learnt that this
attached block would be proportionally longer and lower – this building does just impinge
8
onto the viewing cone. But it is the Camden Civic Society’s position that this attached block
or extension should not be built at all. This is because it would seriously compromise the
future use of the southern access to the station and would occupy our preferred position for
the taxi rank (see above, paragraph 30).
52. One site which the AP3 ES appears to identify for Clause 48 exploitation is the rump of St James’s Gardens left after the majority has been absorbed into the station. It is not acceptable that land which has been public open space for more than two centuries should be sold off for commercial use in this way. 53. We are almost as worried about a site on Melton Street, also identified in the AP3 ES as suitable for commercial development. This is to the south of the above-ground parts of the AP3 station, though possibly …. above some underground areas of the new construction. It is not acceptable that a plot which has been in local authority ownership, forming part of a long-established network of rights of way, should be exploited in this manner. In any case, to construct a large building here would restrict flexibility of access to the new station. 87. …….. It has also been depressing to discover that errors which first occurred in the draft ES and long ago identified by us reoccur in these latest documents. The SES2’s section/chapter 9, on Cultural Heritage we find particularly weak. Hero Granger-Taylor, committee member, Camden Civic Society, www.camdencivicsociety.org, [email protected]
Figure 1: Euston Arch photo c.1938
9
Figure 2: Euston Sq Robert Stephenson and lodges
Figure 3: Euston Arch Gates (National Railway Museum)
Annex C: HS2 station design survey responses - 29 June to 13 July 2017
Re
spo
nse
nu
mb
er Which of these
best describe you?
In the AP3 scheme, the concourses were located in the
centre of the HS2 station and entrances from the street were
proposed to the north, south and east. What are you views
on where the station entrances should be located and
providing a combined concourse for HS2 and Network Rail?
What should we bear in mind when designing the location of the bus
stops/stands, taxi drop-off/pick-up points, and cycle routes/
parking?
What type of spaces should we provide when designing new and
replacement public realm and open space? (eg. planting, trees,
grass, hard surfaces)
What else should we consider when designing the public realm and open
space?
In providing north-south and east-west connections across the HS2
station, what should we consider? (eg. location of connections,
covered/uncovered routes, active frontages along connections)
When designing the station, how should we ensure that the station is
outward facing and connected to the local area?
1 Online This response is on
behalf of the
Euston Town
Business
Improvement
District,
representing the
interests of the
businesses
operating in and
around Euston
Station, and
Camden Town
Unlimited, which
represents the
businesses to the
station's north.
Our priority is for a fully permeable station plan allowing
passengers to pass seamlessly across the site from east to west
and north to south. Such a design would help to connect
communities on either side of the station site, which are
currently cut off from one another by the station’s current
design.
We do not think that the AP3 design in its current form is able
to deliver this vision, as the HS2 station is effectively being
added on to the west side of the Network Rail station with
limited integration between the two. In this sense, the
combined concourse does not truly feel combined. We agree
with the locations of the entrances to the south, west and
north, however we believe passengers should also be able to
pass across the concourse and over the Network Rail
platforms to reach Somers Town via an entrance in the east.
Taxi drop-off and pick-up points should be designed so that taxis are
able to first drop passengers off at the station and then go straight to
pick up. This will help to avoid traffic jams and ensure an unfettered
flow of taxi journeys. The diagram on this page suggests that taxis will
need to turn around within a closed drive at the northern entrance.
This could cause bottlenecks and delayed journeys. The taxi drop-off
and pick-up points should instead be connected via a one-way drive
with separate entry and exit points onto Hampstead Road. There
should also be clear pedestrian walkways from the northern entrance
to the surrounding community so that this entrance is not solely used
as a taxi rank.
We are unsure of the rationale behind the proposed locations for the
cycle parking, however we consider some of these locations, namely
the ones on Eversholt Street and in Euston Square Gardens to be
inconvenient and insecure.
Air quality is a high priority for Euston Town. The influx of
construction vehicles in the area will have a detrimental effect on
this, so we urge trees and grass to be planted as soon as possible to
help mitigate the impacts on air quality.
In terms of designing replacement open space, care should be
taken to ensure safe access to parks. The new open space at the
northern entrance is more encircled by busy roads than the existing
St James Park which could make it less child and family friendly.
Performance space,Accessibility,Space for markets,Other
The open space outside of each entrance will give passengers’ their first
impression of the Euston area. Care should be taken to ensure they have an
inviting design that encourages passengers with time to spare to step out of
the station and wander into the communities at each entrance. Public spaces
should also be designed with flexibility to allow the local business community
to use them as they see appropriate, such as for markets, fairs or
performances.
To make the station truly permeable, east-west and north-south
connections should be at the same height throughout. The diagram
provided on this page does not indicate height or depths, which makes it
unclear as to whether HS2 shares this vision. Passengers should also be
able to walk straight across the station seamlessly, from entrance to
entrance.
The entry points in each direction should all be major entrances, as
opposed to having one major entrance to the south as currently exists
and minor exits at other locations. This will encourage passengers to
head out of the station and into the local community.
The surrounding community should also be clearly visible from the
entrances. One of the faults of the current station design is that its only
major entrance is hidden within an enclosed square. This gives the
impression that there is no reason to stay in the Euston area, and sugests
that passengers should simply board a bus or Underground train to head
to another area. The diagram on this page does not indicate an attempt
to solve this issue with the front of the existing station.
2 Online Euston station
user,Other
I agree that there should be a large main entrance at the front
(east) with smaller entrances to the sides (north and south) as
proposed, to access the side streets. I very much like the look
of the artist's impression picture posted on the Facebook page
(with the rounded golden-coloured roof). This shows a large,
airy and inviting entrance with 'Euston Station' displayed
clearly.
I'm sure there are other examples in London to learn from in terms of
how best to lay out bus stops, taxi ranks and cycle parking - and indeed
how not to. For example, North Greenwich station is redesigning its
bus infrastructure after not quite getting it right first time. It is
important to learn lessons about what works, as well as creating a
bespoke arrangement for Euston's needs.
Lots of buses go to/from Euston, and ease of access, clear signage and
departure boards are a key to a smooth experience. You want to
design the bus area to be easy to use for a tourist as well as a regular
user, as long distance trains terminate at the station. I would suggest
having staff or an information desk to hand, as buses are not as
intuitive to use as the tube for visitors.
The taxi rank as it stands is ugly, but it generally works well in terms of
flow - I have always found it to be relatively quick-moving when I have
used it. The underground system helps to move traffic out of the way,
but the route to get down there is not particularly nice nor easy to find
from the outside. There are certainly merits and drawbacks to having
an outside taxi rank versus an underground system. In any case,
excellent disabled access should be a priority. This projects offers the
chance to lead the way in terms of step-free access to public transport,
disabled-friendly infrastructure, and a positive experience for those in
wheelchairs or with prams. I would like to see a station that people
look forward to using, and do not have to worry about access slowing
them down.
Encouraging cycle use is also very important and dedicated cycle paths
and ample, simple cycle storage would be most welcome. In the case
of buses, taxis and cycles, having an attendant to manage passengers
would be extremely helpful.
I would recommend wide but clear paths into entrances that
encourage segregated movement (e.g. walking on the left).
Euston's current layout and concourse mean that flow around the
station is poor, with people bunching up all over the place, and the
outdoor food court seating makes this worse. Grass can be used to
create defined paths and contrast with the tarmac. The Paddington
Central development, though not directly comparable, offers a
good model in terms of the use of grass and trees in conjunction
with useful and effective walkways. It is a very pleasant
environment that I would like to see emulated; similarly, the Jubilee
Gardens behind the London eye shows a good use of grass to
outline the paths you want people to take. You want grass that
does not get in the way, but is inviting to sit on. Lots of (shorter,
slimmer, younger) trees are great for creating a green environment -
evergreens if possible. Take inspiration from Singapore.
Accessibility,Places to relax,Heritage,Other
I agree with previous comments that space is at a premium and public art
should not compromise that. You should look to create a space that is
aesthetically pleasing but accesible and useful. However, Euston has an
impotrant heritage and this is our chance to pay homage to that. Any art
needs to relate to Euston's history and be meaningful. I'd like to see some
reference to the great areas it serves: Birmingham, Manchester, Liverpool,
the North West, Glagow etc, as well as reference to the railways. The arch as
it was will not return, but perhaps a new modern arch could be contructed in
recognition of its predeccsor. This could form part of an inviting entrance
that does not get in people's way and could be useful, e.g. it could hold a dot-
matrix sign with latest info. In addition, I would say that space to
pause/sit/relax is more impotrant than markets or performances, which
arereally priviledges reserved for areas with more open space. Passenger,
particularly long distance travellers, need space where they can stop with
luggage to sort themselves out. An open, benched seating ara would be
ideal, but must not descend into the dire open air food terrace that is there
now. The food provision is not good and it's always too hot or cold to sit
outside. You need space for fast food, casual dining and sit-down restaurants
(e.g. Nandos, Cafe Rouge). If one has a longer wait, then you need a calm
space to sit away from the main concourse. COVERED seating outside could
work, but even better would be a dedicated mezzanine level. Furthermore, I
would like to see the Euston Tap given the dignity of its own space. At the
moment, the little stone block which houses it (the one with the names of
destinations on) is an odd feature of the bus lane. They're fantastic and
quirky pieces of the station's history and ought to be more an integral feature
of the station landscape design. Lastly, I would like to see lots of green placed
in innovative ways. Euston is first and foremost a railway station and space
for travellers must be prioritised - train travel can be very stressful, and the
enviroment needs to be relaxing as far as possible. Water fountains on the
floor, sports facilities or pop up markets are likely to distract and hinder
those in a rush. Birmingham New Street offers good inspiration.
The diagram outlining the "unfriendly edges" of Euston is bang on. I
couldn't have designed a worse station layout if I tried, but that's for
another day. My primary concern is an effective connection between HS2
and HS1. I know that a number of proposals are being looked at including a
walkway through a purpose-built park, a Euston-St Pancras covered
travelator, an underground walkway, and so on. Whatever it is, it must
avoid the Euston Road at all costs (unless, as suggested previously, Euston
Road traffic is diverted underground!). Clearly, though, if you divert
pedestrian traffic between stations behind the Road, the British Museum is
in the way. Perhaps a back street could be utilised for a complete
connection and special walking route - on Google maps this appears to be
called Wellbeing Walk or Phoenix Road. However, this is vulnerable to
inclement weather and the goodwill of surrounding residents. If an
underground walkway can be constructed, that would be the most
seamless way to connect without using up road space. If there is no proper
connection to HS1, this would be highly embarrassing.
No more barriers between the façade of Euston and the Euston Road. I
remember one of my first trips to London and I couldn't even find the
railway station because it is not visible from the roads! There must be
clear and easy connections to surrounding streets. Consider factors such
as aligning dips in the pavement for those on wheels, and making
crossing points obvious and thoughtful. A large inviting entrance is the
best way to be outward facing, as well as provision of good shops and
restaurants for those in the area. Make sure a passer-by or resident can
access a small supermarket, chemist, and food providers.
3 Online I am delivering the
Rail Technical
Strategy on behalf
of industry
Ideally they will support new freight markets for super light
and express freight. With Stobart Group I am Delivering the
Flexible Freight proposition and HS2 is a key market for the
new technologies to go into. I am very interested in speaking
to HS2 stations team about this. I recognise this will require a
system solution. We are also developing new rolling stock
options to support a system solution. This work is being
undertaken for the Technical Leadership Group. Please get in
touch.
As above By ensuring the station can use and support autonomous vehicles to
move freight and act as an intermodal freight point.
4 Online Bear in mind that disabled people instead of taxis want to be able to
use private hires to. Please can you nake facilities here for.
5 Online Euston station
user,Resident
I have no distinct preference A major factor should be to limit air pollution for pedestrians/cyclists Green spaces should be a priority - they are visually pleasant and
generally aid air quality.
Places to relax,Accessibility,Heritage
Space is space . . .let be there be places where nothing is happening
Uncovered routes are my preference, they help users feel part of the rest of
the world
My making it outward facing! To connect it to the local area, good
connections are needed in all directions. If the area is dominated by
retail and office developments especially several storeys high it will feel
like an intrusion.6 Online Euston station user most people enter and exit Euston via the tube and trains
themselves, so priority should be given to these entrances and
exits
uber access and future proofing for driverless cars somewhere people can actually sit and enjoy. i.e. interact with, not
just look at
Heritage,Places to relax,Space for markets,Performance space,Public
art,Accessibility
getting from Euston to st pancras to interchange with HS1 by foot but
without being exposed to the elements. this new thoroughfare would also
be a big opportunity for local business, art etc
make entry and exit, wide and welcoming so people feel the place is for
everyone not just train-users
7 Online Someone who uses
Euston when
visiting London
Just make the entrance(s) appealing and welcoming Easier access Somewhere you'd like to spend time whilst waiting for your train Places to relax At the moment it's a meerkat hunting ground. Everyone is stood in the
middle watching the screens. Try to give it a St Pancras feel.
8 Online No particular views It is important to protect pedestrians and cyclists from pollution as
much as possible.
Green space should have a priority - it is visually pleasing and
generally better for air quality.
Space itself is important - you don't have to fill it. Uncovered routes are preferable for pedestrians By making it outward facing! It will be better connected to the local area
if it is on a scale sim liar to local Camden, not a major retail/office
development.
9 Online Resident,Euston
station user
A combined concourse should be a priority. Euston Station is
already extremely crowded and demand is projected to grow
considerably. The HS2 station should be fully integrated in a
full redesign of Euston Station. If the two are connected only
by thin corridors or tunnels, congestion will rapidly become
unmanageable. It is critical that both old station and new are
combined and developed together.
There should be a station entrance -- even a small one -- to the
west, as well as north, south and east. Designers should learn
from St Pancras, which has very well designed entrances /
exits on east and west.
The new station is an opportunity to turn one of the more urban /
deadzone areas of central London into a regeneration opportunity.
HS2 station should be surrounded by a layer of trees, in all
directions, in order to turn it into a new symbol of modernity. As
many as possible! Effort should also be made to create parks -- as
large as possible -- to replace the green spaces that the new station
is demolishing. There should also be a green roof (grasses,
wildflowers) on the station, except where there is a glass roof of
course.
Public art.
Anything that HS2 Station can do to make it easier for pedestrians to cross
Euston Road, or to "de-blight" Euston Road, will mark a significant
contribution to the area. The crossing from Euston southwards to the rest of
the city -- a critical pedestrian connection -- is currently very difficult because
of the road. In the best case scenario, HS2 Station would offer a raised
walkway with tended grasses and wildflowers that would cross the road and
set pedestrians down on the south side of Euston Road, enabling pedestrians
to reach the university district in a pleasant and innovative way. Or, even
better, Euston Road could be buried into a tunnel directly south of
HS2/Euston Station, to truly connect North and Central London.
Anything that HS2 Station can do to make it easier for pedestrians to cross
Euston Road, or to "de-blight" Euston Road, will mark a significant
contribution to the area. The crossing from Euston southwards to the rest
of the city -- a critical pedestrian connection -- is currently very difficult
because of the road. In the best case scenario, HS2 Station would offer a
raised walkway with tended grasses and wildflowers that would cross the
road and set pedestrians down on the south side of Euston Road, enabling
pedestrians to reach the university district in a pleasant and innovative
way. Or, even better, Euston Road could be buried into a tunnel directly
south of HS2/Euston Station, to truly connect North and Central London.
The current plan to offer a large garden area between the Station and the
Road is not sensible, as because of the heavy traffic on Euston Road no one
will (or should) use that space for relaxation. The Station should be moved
up against the Road and better crossings enabled, rather than creating a
border layer that will need to be traversed.
There should be more parks and replantings of trees.
10 Online Resident,Voluntary
or community
sector
organisation,Eusto
n station user
No comment. Should be planned with consideration for local residents. In particular,
taxi drop-off/pick-up points and ranks should be sited away from
residential areas with direct access to the main road (Euston Road),
and traffic management measures implemented to ensure they are
routed onto the national road network and away from residential
streets.
The area needs green spaces (grass and trees) to mitigate the
calamitous losses in the area. Also play spaces/ball courts to
replace those lost or about to be lost.
They need to be accessible to the local community, away from
traffic and safe for children and others to use.
They must be publicly owned spaces and there must be real
consultation involving local communities to plan locations and
layouts.
Nothing should be planned that detracts from the community priority of
maximising the amount of public green spaces and trees.
No comment
11 Online Railway
professional,
writer on rail
topics & regular
rail traveller.
A combined concourse seems essential to me. The rail system
in London is a ready excessively fragmented!
As many accesses as are practical from all points of the
compass, please, but security issues will need to be recognised
I understand.
This is just too complex to cover in this format! The front of the British Library is a pretty good example of a
popular public open space. More greenery would improve that but
it's future care and sustainability could be an issue.
Performance space,Heritage,Places to relax,Accessibility,Public art Covered routes are unpopular if users feel security is poor.
The NR station is a real blocker for walking & cycling so anything that can
be done to get over this would be great.
Ticket barriers are a real deterrent to people and stations can't integrate
into local communities if they have large areas shut off by them. It's a
challenge due to security & revenue issues but that needs to be
overcome using new technologies if necessary.
12 Online Other The main entrance needs to be front and centre facing onto a
large open square. As much as I love the idea of the old Euston
arch we need to remember it is gone for good. However, the
idea of an iconic piece of street sculpture to represent the
notion of travel and speed would be suitable in a large public
space - piazza-style - would be awesome. the side entrances
should be smaller in nature and should lead to a large atrium
connected with the main entrance. ideally, it should be a large
open atrium which brings light and airiness to the whole
station. the side entrances should be more than just doorways
but also have a relationship to the main entranceway.
taxi drop-offs should be located to both of the sides with sufficient
space to provide good coverage of the number of taxis perhaps have
them in an under walkway space so pedestrians are not 'shut out' as
occurs at so many stations currently. A transport interchange similar in
concept to Amsterdam Central would be perfect for buses (perhaps
one-day trams again). they should be spot-able on exiting the
platforms so they become a focus for where a passenger needs to go.
Lots of trees please to break-up vertical surfaces and create shade.
soften hard surfaces with rounded edges
Public art,Space for markets,Accessibility,Places to relax,Performance
space,Heritage
Unsure of this as I believe the station should be a three-tiered platform
area with the HS2 on top level the departure/arrivals area in the middle
and the classic platforms below but with light an airy roof to allow as much
natural light in as possible
no square frontage rounded and high glass area; this should concave
outwards to provide high visibility to what it is
13 Online Voluntary or
community sector
organisation,Eusto
n station user, I
use the bus routes
that start / end
here.
Easy access to / from taxis, buses and underground. Light and
airy. Well signposted.
Avoid doubling back or having to take tight corners. The bus route out
of the station heading East is a bottleneck and unnecessarily adds
journey time. The bus stops should be well lit and airy with plenty of
seating.
Look to King's X. They have done a fab job there with wide open
space with plenty of lounging areas and places to buy lovely food
and drink. It needs to be a destination in and of itself. King's X / St
Pancras is a joy to visit now.
Places to relax,Public art,Accessibility,Space for markets,Other,Heritage
Safe. Well lit.
Light and airy. Well signposted. Well lit. Plenty of seating. Nice toilets.
Covered but still open. Perfect for London weather good and bad.
Covered walkways, but still open air.
14 Online Euston station user That they make an allocated drop-off and pick up point for disabled
passengers who want to use private hire instead of a black cab.
Accessibility Make sure it is quite modern, many other buildings are modern as well.
15 Online Euston station
user, I frequently
change bus/train
here and visit the
area
N, S, E and W Ease and safety of passage for all users and all abilities Grass, Trees, benches, Accessibility,Performance space,Places to relax By easy access and light (glass)
16 Online Euston station user The current station feels old and enclosed. I would love to see
the station to be modern, light and spacious. Clearer and open
entrances would also be helpful to invite the public in - the
current station is hidden within what looks office buildings
and the bus station. No reason for anyone to go there unless
they work or travel.
Ensure that the Euston Tap and Cider Tap remain and are well
embedded into the new design of the front of Euston station. Cycle
parking -
obvious and secure. The current one is limited in space and difficult to
find. The bus station should be less grubby.
Trees, plants, benches to sit. Make it more of an open space where
people enjoy to spend before catching a train.
Accessibility,Space for markets,Places to relax. Keep the Euston Tab and Cider
Tab.
Please make it more pedestrian and cycle friendly and accessible. Not sure how to answer that.
17 Paper Euston station user Agree station entrances should be placed towards the south,
north and east. It would be good to get it to reflect the culture
fo Camden to the north and Bloomsbury to the south.
Regarding the combined concourse as much integration as
possible would be best to give the appearance of one station
Would be good idea to group all of bus stops together with reduced
area for taxi, drop-off points to promote cycling and walking. Cycle
routes should be designed with easy access into the station and safe to
enter at speed.
Mix between green spaces and hard surfaces. People tend to have
more respect and fondness for green spaces. Thus, a modern
station with a mix of hard spaces would bring a good variety. Not
sure if more trees are needed.
Respect for the culture of the respective areas of Camden and Bloomsbury.
Camden is traditionally a creative area, while Bloomsbury is more historic. An
effort should be made to try and incorporate both into the public realm
process. I would like to see good access and space for performance arts,
markets, heritage and public art.
Try to make the station as outward facing an accessible as possible. Similar
to King's Cross Station, I would recommend many entrances with 24/7
access with reduced access late in the evening. The covering should be
wide enough to cover cycles/drop-off points and most likely active
frontages around the station.
The station should be designed to be open-lit with many entrance points
and incorporating the design/culture of the local community. I also
suggest that local artists/cultural figures are involved at this stage.
18 Paper Business Keep enough green space for the public, room for pedestrians and
cyclists
Square for leisure like King's Cross Pop-up shops, bike-lane, bike repair shops Flow of people movement. Euston is very packed already. Bring business to the area, but also make sure living quality doesn't
suffer.19 Paper Resident I think it will be important to have an easy-to-use and fast link
between Euston station and St Pancras in the absence of a
HS1 link, like the shuttle between the two terminals at Gatwick
Airport (or at least a travellator) both underground
20 Paper Resident, Euston
station user
One entrance needs to be on the HS2 concourse to link up
with London Underground.
The bus station needs improvement and possibly moved along Euston
Road nears King's Cross station or Warren Street station. Buses should
all stop in the new bus station. Taxis should stop to drop off or pick up
at the front of the station.
There should be a green living walkway on Phoenix Road with tree
and benches and litter bins. The area around Euston station should
have wifi hotspots so that you can connect to the internet whilst in
an around Euston station
Toilets and accessibility with ramps next to stairs if there are any stairs.
Performance space would be good too.
There should be covered walkways where possible. There should be a
connection with the London Underground Northern and Victoria lines.If
possible link a new connection with Euston Square station.
The station should have new pavements so when people leave the
station they can access the street/offices/buildings without tripping
over. The roof needs to be water and wind proofed so you do not get
blown over the place when leaving the station.
21 Paper Former resident of
Endsleigh gardens
Key consideration for station entrances should separation of
passengers flows and integration with the existing street grid
to allow rapid flow from the station an maximie permeability
Weather proofing and seamless interchange. Separation of traffic flow
between station users and non users. Continuation of the quality of
the station concourse into the last mile.
Green and soft, shaded areas. Interesting and inspiring spaces that
make it safe and absorbing to wait in, especially for kids. High visual
connectivity. Childrens' play.
Activation and inclusion of uses for non-travellers. Ie. community and vistas
to London. Play space and space to relax. Tree and light architecture.
Differentiate to King's Cross and St Pancras to assist in place branding.
Signage and way-finding. Safe routes after dark. Climate attenuation.
Improve the last mile experience, it is dire
Permeability of the façade. Inclusion of community amenity only found
in the station: discovery/culture learning wifi and seating.
22 Paper Resident Euston road 20mph. Bus station to south larger. Bus station re-
orientation, one way bus route. Shuttle bus between St Pancras and
Euston. Bus routes from Hampstead Road/north to bus garage at
front. Consider coach parking and tour bus at north
Park on a decked area over NR tracks between Granby Terrace and
Hampstead Road bridge.
The 'green' station - green corridor from garden through station.
23 Email Residents.
Coordinated by
CHARGE on behalf
of:
Ampthill Square
TRA
Camden Cutting
Group
Darwin Court RA
Drummond Street
TRA
Gloucester Avenue
RA
Park Village East
RA
Park Village RA
Silsoe House
Regents Park
Estate TRA
SHOUT2
Somers Town
Neighbourhood
Forum
Station entrances should, where possible, be aligned with
existing street grids. A combined concourse would be only
welcome if it does not detract from our priority above. A
northern entrance should not detract from the existing quality
of Mornington Crescent, should respect the separation of
Camden Town and Euston, and should
not be a main entrance. Station concourses or gardens on
overdeck are not acceptable replacement open space for the
loss of St James’s Gardens. The main presence of the station
should be to the South facing the Euston Road and should
preferably not be tucked behind a large tower block.
Moving the bus station/bus stops further away from current provision
mitigates against the provision of a world-class transport hub.
Additional walking is problematic both for travellers and local people
and disadvantages those who must rely on buses for onward or local
transport. There needs to be a proper assessment carried out that
takes into account the needs of both those coming into Euston and
those living locally which should include the needs of disabled,
mobility and sight impaired, wheelchair users, families with small
children and/or pushchairs, and people withbulky/heavy luggage, etc.
Wherever possible, taxi drop-off/pick-up points, cycle stands and
parking should be placed on overdeck and/or under buildings to
maximise replacement of lost open
green space and allow replanting of mature trees on real ground that
will not hinder their growth but allow them to flourish to their majestic
potential and assist inreducing air pollution and improving community
well-being.
Taxis are highly likely to be non-polluting by 2033 and so there are no
health reasons not to put them underneath structures, as in the
current station.
Cycle routes should allow cyclists to travel efficiently through the area
without compromising their or others’ safety.
Eversholt Street is a residential street, already suffering from poor air
quality due to traffic congestion and the canyon effect. Extreme care
needs to be taken before
adding to the congestion on this street. This is also somewhat the case
for Hampstead Road, although traffic on Hampstead Road is preferred
to traffic on surrounding side streets.
It is critically important that the replacement space for St James's
Gardens (“SJG”) be placed on real ground to allow large trees to
grow, not on overdeck. It should
include the surviving remnant of SJG and should respect the
historic context of Bloomsbury and the surrounding area, including
the existing London garden squares
and parks. It should provide a natural and calm green space, a
proper garden to let people enjoy nature. It should not be exposed
or windy, nor have a major road as one of its boundaries, nor be
surrounded by any motorized vehicles.
Other open spaces should be as green as possible, minimising areas
of hard urban landscaping. Trees should be given scope to grow as
large as possible.
To set Euston apart from Kings Cross and Regents Place there
should be an emphasis on the use of traditional street patterns and
materials (granite for kerbing
only, york stone paving, distinct streets for vehicular traffic).
The highest priority must be given to providing replacement open green
space forSJG, as close to its current location as possible, as is stated to be a
priority in theEuston Area Plan. That green space should include an
equivalent area of grass andallow for an equivalent number of large trees to
grow to replace those that have been lost in SJG. Damage to Euston Square
Gardens must be minimised and any trees lost must be replaced with
equivalent trees that have sufficient space to grow to their
full heights.
he station should deliver a range of high-quality, linked London garden
squares, green parks and open green spaces as well as public realm. This
should include re-provision and enhancement of existing green spaces,
preserving the current orientation of Euston Square Gardens.
The needs of residents and commuters are distinct, and this needs to be
recognised in any plan. Commuters need station forecourts large enough
that they do not become too congested, places to eat and drink whilst
waiting for connections. Such
public spaces could be used for events, exhibitions, etc. Residents need
peaceful areas to relax and play, and free access to sporting opportunities.
Such places needto be designed to reflect that they are predominantly for
the enjoyment of residents.
Signposting around residential areas is important. There needs to be a
replacement ballcourt and children’s playground, accessible to residents east
of Hampstead Road, to replace those lost from SJG, which could acceptably
be on overdeck. Additional play space will be required for any new homes
built. Children and young people should not have to not be encouraged to
play in areas of poor air quality, but must be offered suitable places to play
outside.
Any east-west links will be badly compromised if the Network Rail
platforms are not lowered and must be subject to our priority above.
Elevated routes to other stations
are not acceptable. There should be no level changes east of the current
boundaryof Euston Station.
East-west connections should avoid directing commuter and holiday traffic
throughindividual estates, past people’s bedroom windows. Design and
signposting should
direct pedestrians along Phoenix Road, for example, rather than through
theOssulston Estate.
A north south connection would be welcomed if it is able to be used as a
properthrough route, is amenable to walk / cycle along and will not get so
congested withstation users that its function as a through route is
compromised.
The station should ensure that the environment for pedestrians is
pleasant at all points around and within the station, with as much
greening as possible. At street level there should be no blank walls,
obscure glass, or clear glass windows
containing inward facing shelving, signage, furniture or other
obstructions as can be found at St Pancras. Blank façades, even of clear
glass, should be minimised.
The design should expressly take account of the conclusions of the latest
research on optimal design of streets for pedestrian usage. The northern
entrance should not detract from the existing quality of Mornington
Crescent and should respect the
separation of Camden Town and Euston.
Opportunities to provide street-level entrances, small shops or offices or
(for example) coffee stands with no negative effects on amenity should
be taken
wherever possible. Independent businesses should be prioritised so that
it is not a clone of St. Pancras/Kings Cross.
A large glass roof along the train shed is not necessary to provide a world-
class station, as shown by Grand Central Station, and unnecessarily limits
the scope to mitigate impact on surrounding communities by
distributing the allocation of over site development across the station.
Glass roofs should be limited to the absolute minimum necessary for
ventilation and over the main concourse only. An attractive station can
be created through high ceilings, careful lighting and windows.
Provision for over-site development should take account of the
desirability of progressively setting back higher floors of taller buildings
from street level to avoid unnecessary loss of light to streets and sunlight
to green spaces.
New streets should prioritise place making, and walking and cycling but 24 Email Camden Civic
Society
(NB. The responses
to the survey
questions are
shown in this table -
see full response
from the Civic
Society attached)
The Camden Civic Society believes that the principle behind
the design of the station should be its purpose as a very
important transport hub, for local transport as well as for long-
distance trains. It should be building of optimum functionality,
flexible enough accommodate future changes in transport
styles, and at the same time a fine piece of architecture.
............
We remain very concerned about the impossibility of
achieving, under AP3, any coherence between the new HS2
station and an un-rebuilt old Network Rail station. We would
welcome a shared concourse if feasible.
We have no objection to multiple entrances for pedestrians
but we are against vehicles accessing the northern end of the
station other than for servicing. We are concerned that the
atmosphere of a very busy station risks bleeding into the
currently quiet neighbouring residential streets. We also want
a clear distinction maintained between the inner city character
of the area around Euston Road and the local shopping centre
character of Camden Town. In our response to Camden’s
ESAPB consultation we have said that we are very much
opposed to any extension northward of the Central Activity
Zone.
It is only in the matter of buses and bus stands that our wishes for
Euston have changed since petitioning. Previously we followed
Camden’s example and believed that a bus stand was not necessary. In
recognition of the great importance of Euston as a hub for local
transport we now believe that the bus station should remain
approximately in its present position, between Euston Square gardens
and the front of the station. It would be better if this bus provision
operated one way only, with eastbound buses and all terminating
buses obliged to turn from Euston Road into Melton Street and from
there into a long single lane parallel to Euston Square gardens. No land
should be taken from Euston Square gardens. By keeping the bus
provision one way, the depth of the stands/stops and lane can be
minimised.
We have no objection to cycle stands immediately to the north of
Euston Square gardens but in this position they should be roofless,
creating the least visual impact. Covered bike stands can be provided
at the side or the back of the station.
At least one drop-off position must be provided for private cars, ideally
two.
The footprint of Euston Square gardens should be sacrosanct. The
19th century perimeter railings which still exist (either as originals
or copies) should be added to along with gates as recorded so as to
recreate a complete circuit. [Photographs to follow] With buses no
longer coming through the centre of the gardens the gates might
be closed at night-times. A hedge perhaps of beech should be
planted right around the inner side of the railings, to help keep
down noise and pollution and assist in creating the sense of an
enclosure (compare Russell Square). The current mixture of trees
and sunny spaces (the buildings across Euston Road to the south
are currently low and do not overshadow the gardens) should be
restored and grass planted and well maintained wherever possible.
In general wherever soft landscaping can be relatively easily
maintained, this should be preferred over hard landscaping. Sunny
sheltered seating areas must be provided to replace those lost.
Every effort must be made to save existing trees. One row of trees
which could be outside the area of devastation in particular ought
to be saved. These are the limes on the southern boundary of St
James’s Gardens. Although less magnificent that the planes in SJG,
these limes have a distinctive semi-rural character and should help
to make any open space eventually established on the Maria Fidelis
site into a true small park, sheltered by these trees from the traffic
and railway activity immediately to the north.
Trees in planters (as for example at the front of the Crick Building at
St Pancras, attractive as they are) are not acceptable replacements
for trees in the ground.
While we are not in favour of a triumphal avenue to the front of the station
(as recently proposed by Camden and Network Rail), we believe the walking
routes to the station should be dignified and clearly defined. Travellers and
others should not be required to thread their way through people eating and
drinking in the open air. All outlets for food and drink should be kept clear of
the main pedestrian routes and within designated areas. There should be a
strict limit on revenue-producing stalls and shops, and local independent
businesses should be favoured over multinational chains.
We would like to see well-chosen good quality permanently installed public
art, particularly sculpture, provided this is of an appropriate scale and made
of traditional materials that weather well (for example, the Paolozzi work
already in Euston Square gardens). We do not want to see gimmicks. Brightly
coloured art works should be kept inside the station. We are particularly
cautious about short-term displays of art of questionable quality in open
spaces. This is something that occurs in Regent’s Park each summer and is
objectionable not least because if displayed without permanent plinths or
bases it can be seriously damaging to soft landscaping, especially grass.
We did not cover ‘permeability’ in our petitions since this is not a major
concern of ours or, we believe, of other local groups and residents. We
have no objection to a green spine walking and cycle way between the HS2
and Network Rail areas of the station providing this is a true through route
and is not used as replacement open space instead of actual parks and
gardens. We accept that east-west permeability is not practicable without
the rebuilding of the NR part of the station.
Pheonix Road/Brill Place is already a pleasant through route from Euston
station to St Pancras and King’s Cross stations and should continue to be
signposted for pedestrians. If more regularly used, it is likely that cafés etc.
will become established along it. At present there is no exit from Euston
Station close to Phoenix Road; this should be an aim for the long term.
Although the Crick Institute is an ugly oversized building the landscaping
around it has been done well and invites the use by pedestrians of Brill
Place. We are strongly opposed to the tall tower of private flats that
Camden have granted themselves permission for. This will be built on top
of the small Purchese Street open space and directly on this through route,
reducing the amenity of travellers as well as of local residents.
If Crossrail 2 is built an underground walking route between the stations
should be included in the design of its station. The quiet side streets of
Somers Town are not suitable for an elevated transparent tube as
illustrated.
In our House of Commons and our House of Lords presentations, we
spoke about the long-established low-rise residential character of the
areas to the east, west and north of the station. (The original station was
built within a recently-developed inner suburb.)
Given this context we do not believe it to be appropriate for the HS2
station to be ‘outward facing’ if this would mean a loss of the residential
character of its surroundings to the E, W and No, or of the sense of calm
and space with which these areas are currently blessed.
An exception to this policy should occur where businesses, particularly
restaurants, already exist; travellers should of course be encouraged to
leave the station to visit these, particularly in Drummond Street.
In our response to Camden’s recent ESAPB consultation, we said we had
no objection to activity along the sides of the station of the sort
currently associated with railway arches: small workshops and other
small-scale enterprises. But noisy wine bars and casual eateries should
be kept within the station or immediately to the front of it, as now.
Where there are no station entrances and exits and no units accessible
from the street, the station walls should not be blank but should be
given appropriate architectural articulation, including glazing.
25 Online Euston station user The multi-directional approach to ingress and egress is an
improvement on the existing Euston station, providing greater
ease of access and combating dead frontages which are often
prevalent in terminus stations. The primary entrance should
be focused towards Euston Road however to reflect the
direction most people leaving and entering the station will be
going, respect local residents, and to make use of existing
amenities serving Euston currently.
It appears as though Hampstead Road has sufficient capacity to cope
with a taxi rank and will take some of the strain off Euston Road. Many
however, will still need to travel along Euston Road and so a bottle
neck should be avoided at the junction here.
A heavily polluted area, increased trees would be welcome. A small
urban park would be a brilliant addition to the area, providing
much needed greenery in an area where this is hard to come by.
The current public realm at Euston Station is quite poor, cluttered
with benches. While Euston Square Garden provides a grassed area
with trees, fronting onto the busy Euston Road makes it an
undesirable place to be. Learning from this, such an urban park is
much better located behind a buildings which shield it from the
noise and pollution of the road. Public art is generally a welcome
addition however, due to the amount already in existence in
London, the focus should primarily be on creating a quality space in
an area where first impressions are important, and which are
currently dominated by concrete and traffic.
Due to the destruction and contempt shown for the heritage (what should
be) an important historic station, it is essential that homage is paid to the first
intercity railway: the London and Birmingham Railway. Initial thoughts on
this... The London and Birmingham coat of arms (now only found in the
National Railway Museum); the Euston Arch.
Rep
eate
d Online Transport
enthusiast and part-
time Northerner
I agree that there should be a large main entrance at the front
(east) with smaller entrances to the sides (north and south) as
proposed, to access the side streets. I very much like the look
of the artist's impression picture posted on the Facebook page
(with the rounded golden-coloured roof). This shows a large,
airy and inviting entrance with 'Euston Station' displayed
clearly.
I'm sure there are other examples in London to learn from in terms of
how best to lay out bus stops, taxi ranks and cycle parking - and indeed
how not to. For example, North Greenwich station is redesigning its
bus infrastructure after not quite getting it right first time. It is
important to learn lessons about what works, as well as creating a
bespoke arrangement for Euston's needs.
Lots of buses go to/from Euston, and ease of access, clear signage and
departure boards are a key to a smooth experience. You want to
design the bus area to be easy to use for a tourist as well as a regular
user, as long distance trains terminate at the station. I would suggest
having staff or an information desk to hand, as buses are not as
intuitive to use as the tube for visitors.
The taxi rank as it stands is ugly, but it generally works well in terms of
flow - I have always found it to be relatively quick-moving when I have
used it. The underground system helps to move traffic out of the way,
but the route to get down there is not particularly nice nor easy to find
from the outside. There are certainly merits and drawbacks to having
an outside taxi rank versus an underground system. In any case,
excellent disabled access should be a priority. This projects offers the
chance to lead the way in terms of step-free access to public transport,
disabled-friendly infrastructure, and a positive experience for those in
wheelchairs or with prams. I would like to see a station that people
look forward to using, and do not have to worry about access slowing
them down.
Encouraging cycle use is also very important and dedicated cycle paths
and ample, simple cycle storage would be most welcome. In the case
of buses, taxis and cycles, having an attendant to manage passengers
would be extremely helpful.
I would recommend wide but clear paths into entrances that
encourage segregated movement (e.g. walking on the left).
Euston's current layout and concourse mean that flow around the
station is poor, with people bunching up all over the place, and the
outdoor food court seating makes this worse. Grass can be used to
create defined paths and contrast with the tarmac. The Paddington
Central development, though not directly comparable, offers a
good model in terms of the use of grass and trees in conjunction
with useful and effective walkways. It is a very pleasant
environment that I would like to see emulated; similarly, the Jubilee
Gardens behind the London eye shows a good use of grass to
outline the paths you want people to take. You want grass that
does not get in the way, but is inviting to sit on. Lots of (shorter,
slimmer, younger) trees are great for creating a green environment -
evergreens if possible. Take inspiration from Singapore.
I agree with previous comments that space is at a premium and public art
should not compromise that. You should look to create a space that is
aesthetically pleasing but accessible and useful. However, Euston has an
important heritage and this is our chance to pay homage to that. Any art
needs to relate to Euston's history and be meaningful. I'd like to see some
reference to the great areas it serves: Birmingham, Manchester, Liverpool,
the North West, Glasgow etc, as well as reference to the railways. The arch as
it was will not return, but perhaps a new modern arch could be constructed
in recognition of its predecessor. This could form part of an inviting entrance
that does not get in people's way and could be useful, e.g. it could hold a dot-
matrix sign with latest info.
In addition, I would say that space to pause/sit/relax is more important than
markets or performances, which are really privileges reserved for areas with
more open space. Passengers, particularly long distance travellers, need
space where they can stop with luggage to sort themselves out. An open,
benched seating area would be ideal, but must not descend into the dire
open air food terrace that is there now. The food provision is not good and
it's always too hot or cold to sit outside. You need space for fast food, casual
dining and sit-down restaurants (e.g. Nandos, Cafe Rouge). If one has a
longer wait, then you need a calm space to sit away from the main
concourse. COVERED seating outside could work, but even better would be a
dedicated mezzanine level.
Furthermore, I would like to see the Euston Tap given the dignity of its own
space. At the moment, the little stone block which houses it (the one with
the names of destinations on) is an odd feature of the bus lane. They're
fantastic and quirky pieces of the station's history and ought to be more an
integral feature of the station landscape design.
Lastly, I would like to see lots of green placed in innovative ways. Euston is
first and foremost a railway station and space for travellers must be
prioritised - train travel can be very stressful, and the environment needs to
The diagram outlining the "unfriendly edges" of Euston is bang on. I
couldn't have designed a worse station layout if I tried, but that's for
another day. My primary concern is an effective connection between HS2
and HS1. I know that a number of proposals are being looked at including a
walkway through a purpose-built park, a Euston-St Pancras covered
travelator, an underground walkway, and so on. Whatever it is, it must
avoid the Euston Road at all costs (unless, as suggested previously, Euston
Road traffic is diverted underground!). Clearly, though, if you divert
pedestrian traffic between stations behind the Road, the British Museum is
in the way. Perhaps a back street could be utilised for a complete
connection and special walking route - on Google maps this appears to be
called Wellbeing Walk or Phoenix Road. However, this is vulnerable to
inclement weather and the goodwill of surrounding residents. If an
underground walkway can be constructed, that would be the most
seamless way to connect without using up road space. If there is no proper
connection to HS1, this would be highly embarrassing.
No more barriers between the façade of Euston and the Euston Road. I
remember one of my first trips to London and I couldn't even find the
railway station because it is not visible from the roads! There must be
clear and easy connections to surrounding streets. Consider factors such
as aligning dips in the pavement for those on wheels, and making
crossing points obvious and thoughtful. A large inviting entrance is the
best way to be outward facing, as well as provision of good shops and
restaurants for those in the area. Make sure a passer-by or resident can
access a small supermarket, chemist, and food providers.
Rep
eate
d Online Euston station
user, Transport
enthusiast and
travel to/from
Preston frequently
I agree that there should be a large main entrance at the front
(east) with smaller entrances to the sides (north and south) as
proposed, to access the side streets. I very much like the look
of the artist's impression picture posted on the Facebook page
(with the rounded golden-coloured roof). This shows a large,
airy and inviting entrance with 'Euston Station' displayed
clearly.
I'm sure there are other examples in London to learn from in terms of
how best to lay out bus stops, taxi ranks and cycle parking - and indeed
how not to. For example, North Greenwich station is redesigning its
bus infrastructure after not quite getting it right first time. It is
important to learn lessons about what works, as well as creating a
bespoke arrangement for Euston's needs.
Lots of buses go to/from Euston, and ease of access, clear signage and
departure boards are a key to a smooth experience. You want to
design the bus area to be easy to use for a tourist as well as a regular
user, as long distance trains terminate at the station. I would suggest
having staff or an information desk to hand, as buses are not as
intuitive to use as the tube for visitors.
The taxi rank as it stands is ugly, but it generally works well in terms of
flow - I have always found it to be relatively quick-moving when I have
used it. The underground system helps to move traffic out of the way,
but the route to get down there is not particularly nice nor easy to find
from the outside. There are certainly merits and drawbacks to having
an outside taxi rank versus an underground system. In any case,
excellent disabled access should be a priority. This projects offers the
chance to lead the way in terms of step-free access to public transport,
disabled-friendly infrastructure, and a positive experience for those in
wheelchairs or with prams. I would like to see a station that people
look forward to using, and do not have to worry about access slowing
them down.
Encouraging cycle use is also very important and dedicated cycle paths
and ample, simple cycle storage would be most welcome. In the case
of buses, taxis and cycles, having an attendant to manage passengers
would be extremely helpful.
I would recommend wide but clear paths into entrances that
encourage segregated movement (e.g. walking on the left).
Euston's current layout and concourse mean that flow around the
station is poor, with people bunching up all over the place, and the
outdoor food court seating makes this worse. Grass can be used to
create defined paths and contrast with the tarmac. The Paddington
Central development, though not directly comparable, offers a
good model in terms of the use of grass and trees in conjunction
with useful and effective walkways. It is a very pleasant
environment that I would like to see emulated; similarly, the Jubilee
Gardens behind the London eye shows a good use of grass to
outline the paths you want people to take. You want grass that
does not get in the way, but is inviting to sit on. Lots of (shorter,
slimmer, younger) trees are great for creating a green environment -
evergreens if possible. Take inspiration from Singapore.
Heritage,Places to relax,Accessibility,Other
I agree with previous comments that space is at a premium and public art
should not compromise that. You should look to create a space that is
aesthetically pleasing but accessible and useful. However, Euston has an
important heritage and this is our chance to pay homage to that. Any art
needs to relate to Euston's history and be meaningful. I'd like to see some
reference to the great areas it serves: Birmingham, Manchester, Liverpool,
the North West, Glasgow etc, as well as reference to the railways. The arch as
it was will not return, but perhaps a new modern arch could be constructed
in recognition of its predecessor. This could form part of an inviting entrance
that does not get in people's way and could be useful, e.g. it could hold a dot-
matrix sign with latest info.
In addition, I would say that space to pause/sit/relax is more important than
markets or performances, which are really privileges reserved for areas with
more open space. Passenger, particularly long distance travellers, need space
where they can stop with luggage to sort themselves out. An open, benched
seating area would be ideal, but must not descend into the dire open air food
terrace that is there now. The food provision is not good and it's always too
hot or cold to sit outside. You need space for fast food, casual dining and sit-
down restaurants (e.g. Nandos, Cafe Rouge). If one has a longer wait, then
you need a calm space to sit away from the main concourse. COVERED
seating outside could work, but even better would be a dedicated mezzanine
level.
Furthermore, I would like to see the Euston Tap given the dignity of its own
space. At the moment, the little stone block which houses it (the one with
the names of destinations on) is an odd feature of the bus lane. They're
fantastic and quirky pieces of the station's history and ought to be more an
integral feature of the station landscape design.
Lastly, I would like to see lots of green placed in innovative ways. Euston is
The diagram outlining the "unfriendly edges" of Euston is bang on. I
couldn't have designed a worse station layout if I tried, but that's for
another day. My primary concern is an effective connection between HS2
and HS1. I know that a number of proposals are being looked at including a
walkway through a purpose-built park, a Euston-St Pancras covered
travelator, an underground walkway, and so on. Whatever it is, it must
avoid the Euston Road at all costs (unless, as suggested previously, Euston
Road traffic is diverted underground!). Clearly, though, if you divert
pedestrian traffic between stations behind the Road, the British Museum is
in the way. Perhaps a back street could be utilised for a complete
connection and special walking route - on Google maps this appears to be
called Wellbeing Walk or Phoenix Road. However, this is vulnerable to
inclement weather and the goodwill of surrounding residents. If an
underground walkway can be constructed, that would be the most
seamless way to connect without using up road space. If there is no proper
connection to HS1, this would be highly embarrassing.
No more barriers between the façade of Euston and the Euston Road. I
remember one of my first trips to London and I couldn't even find the
railway station because it is not visible from the roads! There must be
clear and easy connections to surrounding streets. Consider factors such
as aligning dips in the pavement for those on wheels, and making
crossing points obvious and thoughtful. A large inviting entrance is the
best way to be outward facing, as well as provision of good shops and
restaurants for those in the area. Make sure a passer-by or resident can
access a small supermarket, chemist, and food providers.
Rep
eate
d Online Euston station user I agree that there should be a large main entrance at the front
(east) with smaller entrances to the sides (north and south) as
proposed, to access the side streets. I very much like the look
of the artist's impression picture posted on the Facebook page
(with the rounded golden-coloured roof). This shows a large,
airy and inviting entrance with 'Euston Station' displayed
clearly.
I'm sure there are other examples in London to learn from in terms of
how best to lay out bus stops, taxi ranks and cycle parking - and indeed
how not to. For example, North Greenwich station is redesigning its
bus infrastructure after not quite getting it right first time. It is
important to learn lessons about what works, as well as creating a
bespoke arrangement for Euston's needs.
Lots of buses go to/from Euston, and ease of access, clear signage and
departure boards are a key to a smooth experience. You want to
design the bus area to be easy to use for a tourist as well as a regular
user, as long distance trains terminate at the station. I would suggest
having staff or an information desk to hand, as buses are not as
intuitive to use as the tube for visitors.
The taxi rank as it stands is ugly, but it generally works well in terms of
flow - I have always found it to be relatively quick-moving when I have
used it. The underground system helps to move traffic out of the way,
but the route to get down there is not particularly nice nor easy to find
from the outside. There are certainly merits and drawbacks to having
an outside taxi rank versus an underground system. In any case,
excellent disabled access should be a priority. This projects offers the
chance to lead the way in terms of step-free access to public transport,
disabled-friendly infrastructure, and a positive experience for those in
wheelchairs or with prams. I would like to see a station that people
look forward to using, and do not have to worry about access slowing
them down.
Encouraging cycle use is also very important and dedicated cycle paths
and ample, simple cycle storage would be most welcome. In the case
of buses, taxis and cycles, having an attendant to manage passengers
would be extremely helpful.
I would recommend wide but clear paths into entrances that
encourage segregated movement (e.g. walking on the left).
Euston's current layout and concourse mean that flow around the
station is poor, with people bunching up all over the place, and the
outdoor food court seating makes this worse. Grass can be used to
create defined paths and contrast with the tarmac. The Paddington
Central development, though not directly comparable, offers a
good model in terms of the use of grass and trees in conjunction
with useful and effective walkways. It is a very pleasant
environment that I would like to see emulated; similarly, the Jubilee
Gardens behind the London eye shows a good use of grass to
outline the paths you want people to take. You want grass that
does not get in the way, but is inviting to sit on. Lots of (shorter,
slimmer, younger) trees are great for creating a green environment -
evergreens if possible. Take inspiration from Singapore.
Heritage,Places to relax,Accessibility,Other
I agree with previous comments that space is at a premium and public art
should not compromise that. You should look to create a space that is
aesthetically pleasing but accesible and useful. However, Euston has an
impotrant heritage and this is our chance to pay homage to that. Any art
needs to relate to Euston's history and be meaningful. I'd like to see some
reference to the great areas it serves: Birmingham, Manchester, Liverpool,
the North West, the Lake District, Glasgow etc, as well as references to train
travel. The arch as it was will not return, but perhaps a new modern arch
could be contructed in recognition of its predeccsor. This could form part of
an inviting entrance that does not get in people's way and could be useful,
e.g. it could hold a dot-matrix sign with latest info. In addition, I would say
that space to pause/sit/relax is more impotrant than markets or
performances, which arereally priviledges reserved for areas with more open
space. Passenger, particularly long distance travellers, need space where they
can stop with luggage to sort themselves out. An open, benched seating ara
would be ideal, but must not descend into the dire open air food terrace that
is there now. The food provision is not good and it's always too hot or cold to
sit outside. You need space for fast food, casual dining and sit-down
restaurants (e.g. Nandos, Cafe Rouge). If one has a longer wait, then you
need a calm space to sit away from the main concourse. COVERED seating
outside could work, but even better would be a dedicated mezzanine level.
Furthermore, I would like to see the Euston Tap given the dignity of its own
space. At the moment, the little stone block which houses it (the one with
the names of destinations on) is an odd feature of the bus lane. They're
fantastic and quirky pieces of the station's history and ought to be more an
integral feature of the station landscape design. Lastly, I would like to see lots
of green placed in innovative ways. Euston is first and foremost a railway
station and space for travellers must be prioritised - train travel can be very
stressful, and the enviroment needs to be relaxing as far as possible. Water
fountains on the floor, sports facilities or pop up markets are likely to distract
and hinder those in a rush. Birmingham New Street offers good inspiration.
The diagram outlining the "unfriendly edges" of Euston is bang on. I
couldn't have designed a worse station layout if I tried, but that's for
another day. My primary concern is an effective connection between HS2
and HS1. I know that a number of proposals are being looked at including a
walkway through a purpose-built park, a Euston-St Pancras covered
travelator, an underground walkway, and so on. Whatever it is, it must
avoid the Euston Road at all costs (unless, as suggested previously, Euston
Road traffic is diverted underground!). Clearly, though, if you divert
pedestrian traffic between stations behind the Road, the British Museum is
in the way. Perhaps a back street could be utilised for a complete
connection and special walking route - on Google maps this appears to be
called Wellbeing Walk or Phoenix Road. However, this is vulnerable to
inclement weather and the goodwill of surrounding residents. If an
underground walkway can be constructed, that would be the most
seamless way to connect without using up road space. If there is no proper
connection to HS1, this would be highly embarrassing.
No more barriers between the façade of Euston and the Euston Road. I
remember one of my first trips to London and I couldn't even find the
railway station because it is not visible from the roads! There must be
clear and easy connections to surrounding streets. Consider factors such
as aligning dips in the pavement for those on wheels, and making
crossing points obvious and thoughtful. A large inviting entrance is the
best way to be outward facing, as well as provision of good shops and
restaurants for those in the area. Make sure a passer-by or resident can
access a small supermarket, chemist, and food providers.
Rep
eate
d Online Euston station
user, Transport
enthusiast and part-
time Northerner
I agree that there should be a large main entrance at the front
(east) with smaller entrances to the sides (north and south) as
proposed, to access the side streets. I very much like the look
of the artist's impression picture posted on the Facebook page
(with the rounded golden-coloured roof). This shows a large,
airy and inviting entrance with 'Euston Station' displayed
clearly.
I'm sure there are other examples in London to learn from in terms of
how best to lay out bus stops, taxi ranks and cycle parking - and indeed
how not to. For example, North Greenwich station is redesigning its
bus infrastructure after not quite getting it right first time. It is
important to learn lessons about what works, as well as creating a
bespoke arrangement for Euston's needs.
Lots of buses go to/from Euston, and ease of access, clear signage and
departure boards are a key to a smooth experience. You want to
design the bus area to be easy to use for a tourist as well as a regular
user, as long distance trains terminate at the station. I would suggest
having staff or an information desk to hand, as buses are not as
intuitive to use as the tube for visitors.
The taxi rank as it stands is ugly, but it generally works well in terms of
flow - I have always found it to be relatively quick-moving when I have
used it. The underground system helps to move traffic out of the way,
but the route to get down there is not particularly nice nor easy to find
from the outside. There are certainly merits and drawbacks to having
an outside taxi rank versus an underground system. In any case,
excellent disabled access should be a priority. This projects offers the
chance to lead the way in terms of step-free access to public transport,
disabled-friendly infrastructure, and a positive experience for those in
wheelchairs or with prams. I would like to see a station that people
look forward to using, and do not have to worry about access slowing
them down.
Encouraging cycle use is also very important and dedicated cycle paths
and ample, simple cycle storage would be most welcome. In the case
of buses, taxis and cycles, having an attendant to manage passengers
would be extremely helpful.
I would recommend wide but clear paths into entrances that
encourage segregated movement (e.g. walking on the left).
Euston's current layout and concourse mean that flow around the
station is poor, with people bunching up all over the place, and the
outdoor food court seating makes this worse. Grass can be used to
create defined paths and contrast with the tarmac. The Paddington
Central development, though not directly comparable, offers a
good model in terms of the use of grass and trees in conjunction
with useful and effective walkways. It is a very pleasant
environment that I would like to see emulated; similarly, the Jubilee
Gardens behind the London eye shows a good use of grass to
outline the paths you want people to take. You want grass that
does not get in the way, but is inviting to sit on. Lots of (shorter,
slimmer, younger) trees are great for creating a green environment -
evergreens if possible. Take inspiration from Singapore.
Places to relax,Accessibility,Heritage,Other
I agree with previous comments that space is at a premium and public art
should not compromise that. You should look to create a space that is
aesthetically pleasing but accesible and useful. However, Euston has an
impotrant heritage and this is our chance to pay homage to that. Any art
needs to relate to Euston's history and be meaningful. I'd like to see some
reference to the great areas it serves: Birmingham, Manchester, Liverpool,
the North West, Glagow etc, as well as reference to the railways. The arch as
it was will not return, but perhaps a new modern arch could be contructed in
recognition of its predeccsor. This could form part of an inviting entrance
that does not get in people's way and could be useful, e.g. it could hold a dot-
matrix sign with latest info. In addition, I would say that space to
pause/sit/relax is more impotrant than markets or performances, which
arereally priviledges reserved for areas with more open space. Passenger,
particularly long distance travellers, need space where they can stop with
luggage to sort themselves out. An open, benched seating ara would be
ideal, but must not descend into the dire open air food terrace that is there
now. The food provision is not good and it's always too hot or cold to sit
outside. You need space for fast food, casual dining and sit-down restaurants
(e.g. Nandos, Cafe Rouge). If one has a longer wait, then you need a calm
space to sit away from the main concourse. COVERED seating outside could
work, but even better would be a dedicated mezzanine level. Furthermore, I
would like to see the Euston Tap given the dignity of its own space. At the
moment, the little stone block which houses it (the one with the names of
destinations on) is an odd feature of the bus lane. They're fantastic and
quirky pieces of the station's history and ought to be more an integral feature
of the station landscape design. Lastly, I would like to see lots of green placed
in innovative ways. Euston is first and foremost a railway station and space
for travellers must be prioritised - train travel can be very stressful, and the
enviroment needs to be relaxing as far as possible. Water fountains on the
floor, sports facilities or pop up markets are likely to distract and hinder
those in a rush. Birmingham New Street offers good inspiration.
The diagram outlining the "unfriendly edges" of Euston is bang on. I
couldn't have designed a worse station layout if I tried, but that's for
another day. My primary concern is an effective connection between HS2
and HS1. I know that a number of proposals are being looked at including a
walkway through a purpose-built park, a Euston-St Pancras covered
travelator, an underground walkway, and so on. Whatever it is, it must
avoid the Euston Road at all costs (unless, as suggested previously, Euston
Road traffic is diverted underground!). Clearly, though, if you divert
pedestrian traffic between stations behind the Road, the British Museum is
in the way. Perhaps a back street could be utilised for a complete
connection and special walking route - on Google maps this appears to be
called Wellbeing Walk or Phoenix Road. However, this is vulnerable to
inclement weather and the goodwill of surrounding residents. If an
underground walkway can be constructed, that would be the most
seamless way to connect without using up road space. If there is no proper
connection to HS1, this would be highly embarrassing.
No more barriers between the façade of Euston and the Euston Road. I
remember one of my first trips to London and I couldn't even find the
railway station because it is not visible from the roads! There must be
clear and easy connections to surrounding streets. Consider factors such
as aligning dips in the pavement for those on wheels, and making
crossing points obvious and thoughtful. A large inviting entrance is the
best way to be outward facing, as well as provision of good shops and
restaurants for those in the area. Make sure a passer-by or resident can
access a small supermarket, chemist, and food providers.
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