Latest Rail News

22.07.14

Development work at Euston station set to begin

Work on the £12.5m development of Euston station is to get underway later this month, with Network Rail looking to expand the size and retail offerings at London’s fourth busiest station.

During phase one of the scheme, the piazza outside the station will be cleared of kiosks and replaced with ‘grab and go’ food units incorporated into the front of the station, providing more space and a ‘more pleasant atmosphere’. The new units will open from summer 2015.

By late 2015, an 8,000sq ft balcony – fully accessible via escalators, stairs and a lift – will be erected inside the station, featuring a new bar, a selection of casual dining outlets and a seating area overlooking the main concourse.

Hamish Kiernan, commercial retail director at Network Rail, said: “More than a million people use Euston station every week and this number is only set to grow further. Our plan for Euston will provide more space and a better atmosphere for passengers as well as an attractive mix of food, drink and shopping options for people travelling to or through the station.”

During phase two of the development scheme, the current station food court will be converted into an expanded retail area. This should be complete by the end of 2015.

Network Rail and its contractors have planned the work in order to minimise any disruption to station users during construction, with the station remaining open throughout and train services not expected to be affected.

In the longer term, Euston will undergo a major redevelopment as the London HS2 terminus. But the DfT has rejected a station design proposed by local campaigners – the ‘Double Deck Down 2’ (DDD2) – following advice from Network Rail.

But in April 2013, HS2 dropped plans for a complete demolition and rebuild, choosing instead a more modest overhaul which retains platforms 1-15 (of Euston’s 18 platforms) at their current level with some modifications (removing platforms 9 and 10 so adjacent platforms can be lengthened – resulting in 13 long platforms) but improving the station around them, with a new concourse. Eleven new platforms for high speed trains would be built next to the existing platforms.

Tell us what you think – have your say below or email opinion@railtechnologymagazine.com

Comments

Don   26/07/2014 at 09:28

The final two paragraphs of your piece can only cause despair for even the most ardent supporters of HS2.The various proposals for the London end of HS2 leaves one wondering about the competence of all those involved both technical and political. That the first proposal for the HS2-HS1 link even saw light of day began the doubts. A decade’s worth of blight and disruption for the residents and businesses along the LO – WCML link in Camden produced a configuration which did not provide a robust link between HS2 and HS1 and left the other stake holders, London Overground and the freight operators with increased constraints on their operations. Building 11 new terminal platforms ‘next to the existing ones’ will have a larger disruptive effect on NW1 than the now discredited HS2 –HS1 link. The Dickensian description of the building what is now called the West Coast Main Line will seem quite benign. The deleterious effects of the Victorian era restrictions on cross London lines and terminals in the areas bounded by the north bank of the river and Marylebone Road are perpetuated. Rejection of DDD2 by the DfT on the advice of Network Rail again raises the competence of those involved. DDD2 would provide a robust link between the two high speed lines of use to both international workings, were they to be politically sanctioned, and, more crucially, to domestic services. The construction of Crossrail is showing how Central London can be successfully traversed underground in 6.2m diameter tunnels. The huge experience and expertise gained in that project in many different ground conditions should be put to good use to provide the DDD2 solution before the skilled teams are allowed to disperse. The (private) advice of NR to the DfT is not a good enough reason to reject a project of this importance. The National Audit Office should have a crucial role to play in establishing true cost: benefit ratios for the various proposals for the entire London end of the project. The two Parliamentary committees with direct oversight, Transport and Public Accounts, should also start proper investigations.

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