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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, hero@granger-taylor.com

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.