Euston Station: Transport Infrastructure
Maciej Przasnyski (w1820431)
Word count: 5751
Introduction
Throughout the history of mankind, a large part of everyday life was navigating the land we walk on. Although historically this was a lot more difficult and time consuming, this was made more accessible through the invention and implementation of public transportation systems.
Public Transportation Systems (PTS) can be defined as a system of vehicles such as buses and trains that operate at regular times on fixed routes and are used by the public.1
The dissertation explores the evolution of Euston Station, one of London's iconic railway hubs, and its significant role in shaping the city's transport infrastructure. By looking into key historical events and developments, this study aims to provide a comprehensive understanding of Euston Station's transformation over time. Additionally, the dissertation sheds light on the station’s impact on urban development and its relevance in the context of modern transportation.
The key dates on the timeline of the Euston station include the background and construction of the initial opening of the station, a brief overview of its developments (I, II, III, IV) and the redevelopment in the 1960s as well as overviewing the future proposal and in comparison to the previous developments The research and analysis consist of historical sources as well as newspapers, to further understand political context and public opinion Analysing and critiquing contextual information during the planning phases, construction, opening of the station, demolition of the arch, re-opening of the station and the HS2 proposal
1 Public transport definition | Cambridge English dictionary, Cambridge dictionary. Available at: https://dictionary.cambridge.org/us/dictionary/english/public-transport (Accessed: 13 December 2023).
History of the initial opening
In 1830, the first inter-city railway in the world was opened. It was known as the Liverpool and Manchester Railway. This railway was not only revolutionary, but also was extremely successful. Seeing this success and the future of transportation, many more railways started developing and opening.2 3 One of these railways was the London & Birmingham Railway (L&BR) founded in 1833. The company was looking at connecting London and Birmingham, two main cities in the United Kingdom. Opening of the railway would allow for the transportation of goods, resources, and people between the two major cities.4
As L&BR was starting the construction of its routes, they needed a terminus. The initial design and planning indicated at choosing Camden Town as the location. This was instructed by its positioning in the north of London, providing plenty of space for the tracks, the station and all supporting structures for the storage of goods and other key elements. However, in August 1834, the appointed engineers George and his son Robert Stephenson suggested that the terminus should instead be built further south near Euston Square. This was justified due to the better connectivity and accessibility of the future station within London Ultimately the site location was changed to Euston. Later, George would make Robert the sole engineer of the project.5 6 As these two sites were close to each other, the impact on the development of the railway and its length would be minimised. Overall, this was a very well instructed and an intelligent choice by the company as it allowed the station to be more accessible for passengers and the movement of goods in and out of London.
2 First in the world: The making of the Liverpool and Manchester Railway (2018) Science and Industry Museum. Available at: https://www.scienceandindustrymuseum.org.uk/objects-and-stories/making-the-liverpool-and-manchester-railway (Accessed: 13 December 2023).
3 The First Railway (2018) Science and Industry Museum. Available at: https://www.scienceandindustrymuseum.org.uk/objects-and-stories/making-the-liverpool-and-manchester-railway (Accessed: 04 January 2024).
4 Francis, J. (1851) ‘List of railways from 1826 to 1840’, in A history of the English Railway. London: Longman Brown Green Longmans, pp. 18–30.
5 The history of London Euston station (2019) Network Rail. Available at: https://www.networkrail.co.uk/who-we-are/ourhistory/iconic-infrastructure/the-history-of-london-euston-station/ (Accessed: 13 December 2023).
6 'Euston Station and railway works', in Survey of London: Volume 21, the Parish of St Pancras Part 3: Tottenham Court Road and Neighbourhood, ed. J R Howard Roberts and Walter H Godfrey (London, 1949), pp. 107-114. British History Online http://www.british-history.ac.uk/survey-london/vol21/pt3/pp107-114 (accessed 13 December 2023)
The topography of the site becomes very important for the history of the station The site was approximately 9-acres, which seemingly would have been enough to facilitate all elements of the future station Nonetheless, as good as the location might have seemed, even before construction or planning it already posed restrictions, especially due being surrounded by houses and roads as seen on the map (fig 1). Throughout all developments the overall form of the station has not changed, which shows just how heavy of an impactful these constrictions had on the site This was already non ideal for any potential future developments and these restrictions would pose problems later when additional developments would take place. However, at the time, the size was more than satisfactory and provided substantial space for everything.
As the works on the terminus were starting to take place, the costs of the initial station’s construction were rising quickly and sharply. These were initially estimated to be £2.5 million in total, in the end totalling close to £6 million.7 London & Birmingham Railway started looking at saving money and cutting down costs, they came up with the solution of sharing the terminus with another railway. L&BR reached out to the Great Western Railway (GWR) to form a partnership. The negotiations took place between George Stephenson of the L&BR and Isambard Kingdom Brunel of the GWR discussing the terms, costs as well as the design of the new terminus at Euston. This partnership would significantly reduce costs for both companies. These negotiations took place between October
7 Francis, J. (1851) ‘List of railways from 1826 to 1840’, pp. 23
1835 and March 18. Throughout this period a major issue was brough to the table. Both railways used different sized tracks. The GWR’s 7-foot gauge rail in contrast to the L&BR 4 foot 8.5 inch gauge would make the terminus very difficult to operate.8 As the invention of railway travel was new at the time the break of gauge was a common in railways In railways a break of gauge occurs when two lines meet, where one set of tracks has a different size. Therefore, trains could not operate on two different tracks at the same time One of the profound issues at the time was the amount of privately owned railways and there weren’t official standards set. The early solution was transloading, which consisted of moving all the cargo and people onto a different train, using a different track
Figure 2: Map of L&BR and GWR lines
The negotiations have led to forming an agreement between the two parties and in November of 1835 Brunel and Stephenson agreed on the design and layout of the station.9 One of the reasons as to why L&BR may have reached out to GWR was due to the lines being located close to each other. This would allow for an ideal solution for both companies, which at the time were lacking a terminus and weren’t in a good financial position
The station would be constructed with rail tracks on either side of the road. Upon entering the station through the Euston arch, the station would be split into two by the main road. On the right side would be the tracks of L&BR leading to Birmingham, whereas on the left side would be the tracks of GWR leading to Bristol. GWR wanted a minimum of a 25-year lease as a part of the agreement, however L&BR had the upper hand due to ownership of the land and the station Additionally, due to being funded by Liverpool, and the shareholders would only offer a 5-year lease, which was not favourable
8 Hodgkins, D. (no date) The GWR Comes to London - Why Paddington? pp. 40–48. https://www.rchs.org.uk/wpcontent/uploads/2016/08/J207_40-Why-Paddington.pdf.
9 Sekon, G.A. (1895) ‘The Construction of the Railway’, in A history of the great western railway ; being the story of the broad gauge ... illustrated. second. London: Digby, Long & Co., pp. 9–52.
and would put GWR in a very bad position, where after 5 years they could be removed putting a significant financial strain on the company. This offer was rejected, and the negotiations broke down partially due to break of gauge as well as the rivalry between the two companies and their shareholders. L&BR was funded by Liverpool, whereas GWR was funded by Bristol. Therefore, the shareholders of both companies were not fond of each other or the partnership to begin with. GWR rejected the offer has set out to find an alternative terminus, which would end up being at Paddington.10
Despite the breakdown of negotiations and the proposal going over budget, the London & Birmingham Railway proceeded with the construction as proposed. Philip Hardwick was commissioned and created a design for the station and an especially significant element, which was the Euston Arch.
At the time, the Liverpool party was starting to buy into the GWR and saw an opportunity to take it over, if they became a major shareholder. Thus, being able to influence the future of the company. This plan consisted of taking over the company, removing Brunel, converting the rails to the standard system and later bringing GWR to Euston. This was seemingly a perfect plan, which would resolve all issues and the lost opportunity of the L&BR and GWR partnership. Then, L&BR would be able to significantly scale their operation. However, the GWR shareholders caught onto the plan voted against Liverpool investors on 9 January 1839 winning 7792 votes to 6145.11 Nonetheless, the construction of the Euston Station already was taking place between 1837-40 as a part of the joint plan leaving space for the GWR. In the end, GWR never joined the station, which resulted in the west side of the station remaining empty. This was a very risky move by L&BR, due to them relying on their shareholders. Although, this did not work in their favour, it left additional space for potential future developments. The constructed station was built as intended following the joint station plan.
10 Hodgkins, D. (no date) The GWR Comes to London - Why Paddington? pp. 40–48.
11 Sekon, G.A. (1895) pp. 30-40
Figure 3: Euston Station plan after its opening
As seen from the plan, the west side of the station is empty since it was ‘reserved’ for GWR.
Therefore, a big part of the Station’s heritage was a ‘gamble’ the shareholders and company have taken on the buying out GWR. Additionally, if the plan would have went through as intended, the station would have been nearly perfect, where the size of the station would be ideal for navigation in and around the station. The terminus would have been simple and effective, whereas both companies and rail lines would coexist with each other. This could have been one of the greatest partnerships between railways at the time and potentially to this day.
Initial Opening
The construction of the station was starting in 1836 by William Cubitt & Co, at the same time Charles Fox was appointed to take part in the construction of the station. He made a significant contribution to the stations heritage through the design and creation of all metal elements within the station.12 These elements would go down in history as the first all rod iron roofs. It was a great advancement in engineering and iron construction.13 In fact, this method of construction was so successful that after leaving the company. Charles fox would found his own company, which later would be responsible for the construction of crystal palace.
12 Euston’s pioneering inter-city history (2015) Past In The Present. Available at: https://pastinthepresent.net/2014/03/02/developers-must-get-right-the-re-design-of-euston-station/ (Accessed: 03 January 2024).
13 Sir Charles Fox (no date) Railroad History. Available at: https://www.historyofrailroad.com/news/sir-charles-fox (Accessed: 03 January 2024).
Upon the construction of the station there was a clear clash between two styles of architecture. One of which was the classical style of the Euston Arch and the more modern iron construction of the roofs of the station.
Looking at the historical illustrations (figure 4 & 5), there is a clear contrast between the two, where the Portico serves as the grand entrance to the station and as a monument, which distinguishes the station from all other structures. Whereas the iron roofs create a beautiful intricate detail within the station and a breakthrough once people did cross the monumental entrance Overall these complement each other in their own ways.
Although the station was very intricate and there were a lot of beautiful elements, the main focus and praise from the public was directed towards the Euston Arch, which was one of the key attractions
In 1846, L&BR merged with the Grand Junction Railway between Liverpool and Manchester to form the London & North Western Railway (LNWR). This then became the largest all other companies at the time and all pre-1922 companies by rail mileage and stock valuation.14
Even during the station’s development, its size began to become an issue, as parts of the station such as the goods establishments had to be located further down the line. In addition, as the station was situated down a slope, it was too steep for the early locomotives at the time. Therefore, incoming trains had to be detached and lowered into the station using a rope system, whereas the departing services were hauled up the slope using engines. This required its own engine houses located in chalk farm.15 Although, this was a very big complication, it wasn’t a big problem later with the locomotive developments.
The station’s size might have appeared satisfactory at first, each expansion and development was necessary to satisfy the demand and movement within the station. Nonetheless, every single time the station would outgrow itself. This became a cycle of Euston Station, where a development would take place to meet demand, however once it was complete the demand would only increase requiring further developments Fundamentally, most of the issues within the station can be linked back to the original station’s design built based on the joint terminus plan The future development consisted of building onto the unrefined initial design of the station that lacked vision for the future of the station. Therefore, it could be considered that the initial station’s construction was a gamble of GWR coming to Euston as well as it was somewhat rushed especially when they knew the partnership wouldn’t work out. Throughout these developments, not only additional platforms were added, but the architecture within the site has started advancing. One of the key historical elements, which was constructed on site was the EustonArch as well as the Great Hall.
Expansions
Throughout the history of Euston Station there were 4 major expansions between the initial opening of the station and the 1960s redevelopment. These were necessary due to the both expansion of the company as well as the industry.
Expansion I
With this expansion, LNWR issued an expansion of the Euston Station to adjust to its size and the company merger. The commissioned architect was Phillip Charles Hardwick, who has previously left GWR came back.Although, the expansion would allow the station to adjust to its operational size, the proposal would introduce asymmetry into the layout. It is very strange as to why this design choice
14 The London & North Western Railway (no date) The London & North Western Railway Society. Available at: https://lnwrs.org.uk/lnwrrailway (Accessed: 07 January 2024).
15 Hodgkins, D. (no date) The GWR Comes to London - Why Paddington? pp. 40–48.
was accepted This is especially important later on, when this layout would start compromising user experience, reducing circulation. 16
16 "Euston Station and railway works." Survey of London: Volume 21, the Parish of St Pancras Part 3: Tottenham Court Road and Neighbourhood. Eds. J R Howard Roberts, and Walter H Godfrey. London: London County Council, 1949. 107114. British History Online. Web. 6 January 2024. http://www.british-history.ac.uk/survey-london/vol21/pt3/pp107-114
The expansion would introduce offices on the west side of the station, whereas in the centre, there was a large block placed known as the Great Hall, which housed board rooms and head office of the LNWR.As seen on the plan, the great hall creates a strange arrangement of the station elements, which not only blocks the natural use of the station but disregards any future development.Although at the time the expansion might have seen as satisfactory and it improved the efficiency of the company, it would clearly impact all future developments of the station. 17
Expansion II
It wasn’t long before people started noticing the oddness and the asymmetry of the station, which led to people creating proposals for the redevelopment of the station. Already at the time there was a proposal by Richard Turner, which included the removal of the Portico, foreshadowing the future of the station. However, none of these proposals were taken into consideration.18
17 "Euston Station and railway works.", 1949. 107-114
18 Heritage Gateway (2014) Heritage Gateway - Results. Available at: https://www.heritagegateway.org.uk/Gateway/Results_Single.aspx?uid=1420385&resourceID=7 (Accessed: 07 January 2024).
In 1869, LNWR obtained an act of parliament, which empowered them to buy land to the south of the station. This allowed them to create a new approach road from Euston Road across Euston Square. This new road, now known as the Euston Road, gave the station a major architectural presence. where they also built lodges designed by the company architect J.B. Stansby in 1870. These lodges are the only elements of the station which stand to this day. 19
This expansion already shows that not only it was difficult to build on site, but in order to do so the company had to start expanding onto the surrounding context With the Station’s expansion, more tracks were added, splitting the station into the arrival and departure section.20
19 "Euston Station and railway works.", 1949. 107-114
20 "Euston Station and railway works.", 1949. 107-114
This was viewed as a very successful expansion as it allowed for further utilisation of the space within the site, however this point in time was already when the density of the station started rising, however it wasn’t in an extremely bad position The station at the time had a strong architectural presence and was viewed as a successful grand monument by the public, however internally it was not in a good position Nevertheless, as additional developments started taking place, the damage would be not only detrimental to the future of the station, but to its openness and circularity
Expansion III
This expansion introduced a large hotel, which blocked the entire station complex, however it allowed for a much greater guest capacity. 21 Through this expansion, there was visible loss of architectural presence within and around the site, as additional builds have started to block the view of the grand entrance and other elements, therefore it can be established that the site has started getting too cramped and additional builds have started covering and building into each other.
Expansion IV
In 1883-93 LNWR obtained anAct of Parliament, which allowed them to expand onto a nearby street located west of the station. The road was closed and replaced with an expansion of the parcel office and the west side of the station was overall doubled. Not only the road was moved, but the existing houses were demolished and even a part of the St James’burial ground. In addition, with this expansion all remaining space on the site would become occupied with the addition of more tracks, platforms and buildings.22
21 "Euston Station and railway works.", 1949. 107-114
22 "Euston Station and railway works.", 1949. 107-114
At this point, the company started to run out of space and begun replacing original buildings with bigger offices around the site. This already shows the size of the station and how the station began outgrowing itself to a point where the company had to build on top of existing company buildings.23 Looking at the changes over time in between the expansions (fig. 10 & 11), it can be seen just how much the station was struggling to fit on site, utilizing every possible space and building onto surrounding areas to meet its demands.
The station as seen from above, shows just how asymmetrical the design was. It clearly shows that the central block is getting in the way and each of the station’s elements is offset from each other. This shows how rushed some of the developments were and lacked careful planning in relation to the future of the station. In the early 1900s there were already mentions of a potential redevelopment of the station due to a multitude of complaints from the public regarding getting lost in the confusing and labyrinthine like layout as well as the lack of efficiency of the station.
23 "Euston Station and railway works.", 1949. 107-114
History of 1960s redevelopment
By 1900, Euston station has reached its maximum extent, the station consisted of 15 platforms. The Great Hall separated the arrival and departure sections. However, as the station was constructed on its poor initial planning, it become completely labyrinthine, and it was difficult to get around. In addition, not only this compromised the user experience, but the company also started having trouble managing the station. This led to the company receiving numerous complaints from the public.24
Figure 13: Euston Station map from 1950
Euston Station has become an ecosystem within London and through its sheer size it was also a very important element of Railway transportation. However, throughout all its developments, the asymmetry of the initial station has remained. This highlights the importance of future planning during the initial planning phases, which was neglected in this case.As the layout of the station was unbalanced, all future developments would be too, therefore action should have been taken as soon as these issues became clear and utilising Expansion I to properly set grounds to create a successful station. Nonetheless, at the time all expansions were seen as successful until they were ‘tested’by the public. Where the first-time users of the station would consistently get lost and often end up in the wrong side Therefore, the company started thinking about potential solutions, one of which was to dismantle the Portico and re-erect it between the lodges, however this was never taken into
24 Network Rail (2019) The history of London Euston station, Network Rail. Available at: https://www.networkrail.co.uk/who-we-are/our-history/iconic-infrastructure/the-history-of-london-eustonstation/#:~:text=Euston’s%20Doric%20Arch%20and%20Great,is%20refurbished%20by%20Network%20Rail. (Accessed: 03 January 2024).
consideration. In fact, if this has been done, the EustonArch would most likely be still standing. Additionally, at the time steam locomotives were starting to be phased out and replaced with newer electric railways. To implement the new technology in the terminus and the company, a redevelopment would be necessary to keep up with the industry
In 1922, LNWR merged with London Midland & Scottish Railway Company (LMSR). Together they formed the biggest network consisting of 38% of all track network in Britain.25 With all these changes, the company required additional expansions on the station, especially for their new offices, however there was no further space. One of the immediate solutions was building the new head office in 1932-4 called the Euston House, which housed head office staff. This construction was considered to be the first stage in the general re-development.26
Throughout the years there were many proposals for the redevelopment, however one that especially stood out was by Percey Thomas, the president of the RIBAat the time.Although, a large part of the design being complete, it was never officially published, and all associated documents of the proposal seemed to have disappeared.As the station was nearing its redevelopment and the proposals were published in the newspapers, many people expressed concern over the fate of the EustonArch and the
25 The London & North Western Railway (no date) The London & North Western Railway Society.Available at: https://lnwrs.org.uk/lnwrrailway (Accessed: 07 January 2024).
26 "Euston Station and railway works.", 1949. 107-114
surrounding context. 27 If the development would have taken place as Percey Thomas proposed, every trace of the station would be wiped out.
15: Proposal for the Euston Station redevelopment by Percey Thomas
1960s redevelopment
“The new station has been planned with the comfort and convenience of the travelling public as its primary objective consistent with modern design and will, I am sure, prove a worthy terminal to the great electrification and modernisation scheme ” – Henry Cecil Johnson, British Rail, 196828 The proposal for the redevelopment of the Euston station was commissioned in the 1960s and later published. The proposal creates an entirely different atmosphere within and around the building due to the change in architectural style and presence Similarly, to the previous proposals for the station, when it was published, it raised many concerns from the public regarding the fate of the EustonArch as well as the Great Hall. Upon hearing about the potential loss of a piece of railway heritage, people started fighting for the arch, however when they knew they wouldn’t be able to save it, they started campaigning and fundraising for its relocation. Nonetheless, they were unsuccessful in the end. The cost analysis showed that the porticos reconstruction would cost over £100k, whereas demolishing it would be only a fraction of that amount. 29
27 London as it might have been: Archive (no date) Tumblr. Available at: https://londonasitmighthavebeen.tumblr.com/archive (Accessed: 07 January 2024).
28 Railways archive (1968) The New Euston Station, 1968 pp 2 Available at: https://www.railwaysarchive.co.uk/documents/BRLM_Euston1968.pdf (Accessed: 29 November 2023).
29 Stamp, G. (2013) in Lost Victorian Britain: How the twentieth century destroyed the nineteenth century’s architectural masterpieces. London: Aurum, pp. 20–42.
Figure 16: Euston Station redevelopment proposal
Within the redevelopment, the great hall was more vulnerable of the two elements, as it was in the centre of the station and split the tracks, causing the asymmetrical and labyrinthine feel of the station in the first place Preservation or incorporation of the arch would have been a lot possible, however it clashed with the future vision for the station, therefore causing a disagreement between the two sides. Nonetheless, to improve the station, a redevelopment was necessary
The Proposal involved moving the offices to one side and extending the platforms further south There is a great possibility that there were dilemmas surrounding the station’s redevelopment and what exactly to do As time was running out and a decision had to be made. It is likely that some solutions were overviewed or disregarded. It was a great tragedy that these two elements of the station’s heritage were lost Nevertheless, the portico served no real purpose within the station It was only an offering to the public, which served as a grand monument for the station.
Although the proposal was viewed as controversial due to loss of heritage, it was well put and logically laid out, where it would solve all issues the station had and even improve it for future use. In comparison to the previous development, the planning of the new station was better informed Additionally, Throughout the construction, the station was kept functional with at least 11 platforms being always operational. 30
30 Railways archive (1968) The New Euston Station, 1968
Although the proposal was viewed as modern at the time, it completely disregarded the previous style and atmosphere of the station. Some considered this design as soulless and without value unlike the previous design
“it’s destruction is wanton and unnecessary In spite of being one of the outstanding architectural creations of the early nineteenth century and the most important – and visually satisfying – monument to the railway age which Britain pioneered, the united efforts of many organisations and individuals failed to save it in the face of official apathy and philistinism” – Jim Richards, architectural review31
In comparison to the previous developments, the proposal could be considered not as ambitious architecturally, where neither the spaces nor the building itself aims at being grandeur. However, the main reason behind its development was the accessibility and efficiency of the station, which ended up being successful. Nonetheless, more care should have been taken during planning to create a suitable replacement for the station’s heritage, which was lost
31 Crook, J.M. (1999) ‘Sir James Richards (1907–92): A bibliographical tribute’, Architectural History, 42, pp. 354–374. doi:10.1017/s0066622x00000903.
HS2
HS2 is the high-speed railway, which will operate initially between London and Birmingham and continuing to Manchester, using bullet trains. This supposedly will provide zero-carbon journeys. A part of the proposal by Grimshaw is the creation of its terminus at Euston, which will consist of 11 new platforms. The site will be located adjacent to the existing Euston Station.32
The proposal aims are creating a beautiful and efficient station in a modern style, whilst incorporating surrounding context Although, this is set to be a successful and functional hub for railway transportation, HS2 is widely criticized for various reasons, one of which is its construction method,
32 What is HS2 (2023) HS2. Available at: https://www.hs2.org.uk/what-is-hs2/ (Accessed: 08 January 2024).
where houses and properties in certain areas will be demolished to make space for the line. Nonetheless, to ease this process, the government has been taking action and purchasing said properties to avoid complications. Another reason are the rising costs of the project, which initially were estimated to be approximately £56 billion, however the project has already gone over budget by £30 billion. Predictions and speculations suggest that these costs might even go over £100 billion This caused the station’s proposal to be retouched and having the total number of platforms reduced. Additionally, the station’s construction and its completion date was underestimated, as the project will take decades before its finalized All of these issues are a big cause for concern where sponsors and especially the government are starting to redirect funding and slowly stepping away from the development 33
Figure 25: Proposed Development
Similarly to Euston’s historic developments, one of the controversies of this project is obtaining the land next to the site in order to demolish it and create space for development.
Nonetheless, the addition of the high-speed railway, will create better connectivity between London and the rest of the UK. The new platforms will allow for transferring and reducing some of the load of the existing station. This in turn will reduce the time in which the station would outgrow itself further. Therefore, based on previous trends of Euston, creating a self-sustaining structure, which takes into consideration future stress on efficiency and functionality. This will definitely allow for a significant reduction of time in which it would take the station to outgrow itself
33 HS2: What are the arguments for and against it? (2020) BBC Newsround. Available at: https://www.bbc.co.uk/newsround/51457276 (Accessed: 08 January 2024).
Due to the project’s size and complexity, the progress is very small and slow, therefore it will be decades before the project is finalized. Nevertheless, a part of the line may be open sooner in order to not only satisfy the public but allow for utilization of newly developed infrastructure, which will make it clear how important this development really is
Conclusion
Over the years of development, it becomes clear that the station was in a bad position from the very beginning, due to the initial construction being solely based on the joint station design, which never took place. Even if the merger between L&BR and GWR had gone according to plan, the station’s future development would further reveal the flaws in the design and the constraints would have been even greater
As the station was struggling to keep up with rising demand and development, these fundamental issues became more evident, therefore the company was forced to start building in the surrounding context These flaws were seen early on, and the redevelopment was being considered already 50 years before its execution. Seemingly, the initial choice for the joint terminus was the downfall of the station from the very beginning, where the issues were resolved during the 1960s development, seen controversial by the public.
Therefore, it can be concluded that this redevelopment was necessary in order to save the station from overloading its capacity as well as becoming completely unmanageable Nevertheless, the redevelopment itself wasn’t carefully instructed, and key elements of its heritage were lost Some of the demolition could have been avoided with better planning and historical elements would still be standing to this day, whilst the issues with the station could have been resolved. In fact, incorporating these elements into the design of the station would have been more successful creating a contrast between a variety of styles Additionally, ever since the station’s redevelopment, no further work was necessary, making it evident that although it was a great tragedy as to what happened to its heritage, the redevelopment was a success. In addition, the HS2 expansion of the station shows a promising future for the infrastructure of transportation, however there is a clear clash of styles and architecture within the existing station. This development will allow to take some of the ‘load’of the existing station and its infrastructure, making the station more efficient. This in turn would reduce the time in which Euston station would outgrow itself Nonetheless, the arising costs and the long process of the HS2 are basis for concern and government as well as public action may cause it to further delay itself, however through its rocky development, upon completion it will be a great advancement in technology and transport infrastructure.
Furthermore, the history of Euston Station and its redevelopments is a great example for other stations, showing how stations and transportation infrastructure may fail without careful planning This is a very promising and interesting case for the future of transportation infrastructure. Looking at the proposal, an important question arises. Will the station outgrow itself once more? This will become evident in the years to come.
Bibliography:
Railways archive (1968) The New Euston Station, 1968. Available at: https://www.railwaysarchive.co.uk/documents/BRLM_Euston1968.pdf (Accessed: 29 November 2023).
Yannis, G. and Chaziris, A. (2022) Transport system and infrastructure, Transportation Research Procedia. Available at: https://www.sciencedirect.com/science/article/pii/S2352146521009029#keys0001 (Accessed: 25 October 2023).
BEATTY, A.W. et al. (2015) Discussion. the reconstruction of Euston Station., Proceedings of the Institution of Civil Engineers. Available at: https://www.icevirtuallibrary.com/doi/abs/10.1680/iicep.1972.5300 (Accessed: 25 October 2023).
Christopher, J. (2012) ‘New Euston’, in Euston Station Through Time. Stroud, Gloucestershire: Amberley Publishing.
Peter O’Brien a et al. (2018) Governing the ‘ungovernable’? financialization and the governance of Transport Infrastructure in the London ‘Global City-region’, Progress in Planning. Available at: https://www.sciencedirect.com/science/article/abs/pii/S0305900617300806#abs0005 (Accessed: 25 October 2023).
Menzler, F.A. (1950) ‘London and its Passenger Transport System’, Journal of the Royal Statistical Society. Series A (General), 113(3), pp. 299–345. doi:10.2307/2981001.
London, UK Metro Area Population 1950-2023 (no date) MacroTrends. Available at: https://www.macrotrends.net/cities/22860/london/population (Accessed: 25 October 2023).
United Kingdom (UK) trains: Rail lines and High Speed Train of United Kingdom (UK) (2020) ukmap360.com. Available at: https://ukmap360.com/united-kingdom-%28uk%29-train-map (Accessed: 25 October 2023).
The history of London Euston station (2019) Network Rail. Available at: https://www.networkrail.co.uk/who-we-are/our-history/iconic-infrastructure/the-history-of-londoneuston-station/ (Accessed: 25 November 2023).
Archive, T.B.N. (no date) British Newspaper Archive, Results for ’Euston station ’ | British Newspaper Archive. Available at: https://www.britishnewspaperarchive.co.uk/search/results?basicsearch=euston+station+&retrievecoun trycounts=false%C2%A0 (Accessed: 25 October 2023).
Wolmar, C. (2021) Cathedrals of steam: How London’s great stations were built - and how they transformed the city. London: Atlantic Books, Limited.
The First Railway (2018) Science and Industry Museum. Available at: https://www.scienceandindustrymuseum.org.uk/objects-and-stories/making-the-liverpool-andmanchester-railway (Accessed: 04 January 2024).
Public transport definition | Cambridge English dictionary, Cambridge dictionary. Available at: https://dictionary.cambridge.org/us/dictionary/english/public-transport (Accessed: 13 December 2023).
First in the world: The making of the Liverpool and Manchester Railway (2018) Science and Industry Museum. Available at: https://www.scienceandindustrymuseum.org.uk/objectsand-stories/making-the-liverpool-and-manchester-railway (Accessed: 13 December 2023).
The First Railway (2018) Science and Industry Museum. Available at: https://www.scienceandindustrymuseum.org.uk/objects-and-stories/making-the-liverpooland-manchester-railway (Accessed: 04 January 2024).
Francis, J. (1851) ‘List of railways from 1826 to 1840’, in A history of the English Railway. London: Longman Brown Green Longmans, pp. 18–30.
The history of London Euston station (2019) Network Rail. Available at: https://www.networkrail.co.uk/who-we-are/our history/iconic-infrastructure/the-history-oflondon-euston-station/ (Accessed: 13 December 2023).
Euston Station and railway works', in Survey of London: Volume 21, the Parish of St Pancras Part 3: Tottenham Court Road and Neighbourhood, ed. J R Howard Roberts and Walter H Godfrey (London, 1949), pp. 107-114. British History Online http://www.britishhistory.ac.uk/survey-london/vol21/pt3/pp107-114 (accessed 13 December 2023)
Hodgkins, D. (no date) The GWR Comes to London - Why Paddington? pp. 40–48. https://www.rchs.org.uk/wp content/uploads/2016/08/J207_40-Why-Paddington.pdf.
Sekon, G.A. (1895) ‘The Construction of the Railway’, in A history of the great western railway ; being the story of the broad gauge ... illustrated. second. London: Digby, Long & Co., pp. 9–52.
Euston’s pioneering inter-city history (2015) Past In The Present. Available at: https://pastinthepresent.net/2014/03/02/developers-must-get-right-the-re-design-of-eustonstation/ (Accessed: 03 January 2024).
Sir Charles Fox (no date) Railroad History. Available at: https://www.historyofrailroad.com/news/sir-charles-fox (Accessed: 03 January 2024)
The London & North Western Railway (no date) The London & North Western Railway Society. Available at: https://lnwrs.org.uk/lnwrrailway (Accessed: 07 January 2024).
The London & North Western Railway (no date) The London & North Western Railway Society. Available at: https://lnwrs.org.uk/lnwrrailway (Accessed: 07 January 2024).
"Euston Station and railway works." Survey of London: Volume 21, the Parish of St Pancras Part 3: Tottenham Court Road and Neighbourhood. Eds. J R Howard Roberts, and Walter H Godfrey. London: London County Council, 1949. 107- 114. British History Online. Web. 6 January 2024. http://www.british-history.ac.uk/survey-london/vol21/pt3/pp107-114.
Heritage Gateway (2014) Heritage Gateway - Results. Available at: https://www.heritagegateway.org.uk/Gateway/Results_Single.aspx?uid=1420385&resourceI D=7 (Accessed: 07 January 2024)
Network Rail (2019) The history of London Euston station, Network Rail. Available at: https://www.networkrail.co.uk/who-we-are/our-history/iconic-infrastructure/the-history-oflondoneuston station/#:~:text=Euston’s%20Doric%20Arch%20and%20Great,is%20refurbished%2 0by%20Network%20Rail. (Accessed: 03 January 2024)
The London & North Western Railway (no date) The London & North Western Railway Society. Available at: https://lnwrs.org.uk/lnwrrailway (Accessed: 07 January 2024).
London as it might have been: Archive (no date) Tumblr. Available at: https://londonasitmighthavebeen.tumblr.com/archive (Accessed: 07 January 2024).
Railways archive (1968) The New Euston Station, 1968. pp. 2. Available at: https://www.railwaysarchive.co.uk/documents/BRLM_Euston1968.pdf (Accessed: 29 November 2023).
Stamp, G. (2013) in Lost Victorian Britain: How the twentieth century destroyed the nineteenth century’s architectural masterpieces. London: Aurum, pp. 20–42.
Crook, J.M. (1999) ‘Sir James Richards (1907–92): A bibliographical tribute’, Architectural History, 42, pp. 354–374. doi:10.1017/s0066622x00000903.
What is HS2 (2023) HS2. Available at: https://www.hs2.org.uk/what-is-hs2/ (Accessed: 08 January 2024).
HS2: What are the arguments for and against it? (2020) BBC Newsround. Available at: https://www.bbc.co.uk/newsround/51457276 (Accessed: 08 January 2024).
Historic Newspapers:
"The Story of Euston: A Century of Expansion, Haulage by Rope to Camden Town". The Times. London. 20 September 1938.
"£180,000 to move arch at Euston; LCC told of station reconstruction plan". The times 27 January 1960.
"Euston station to be rebuilt, Doric Arch not to be preserved". The Times. London. 13 July 1961.
“Euston Arch begins to fall – archive, 1961” The Guardian. 7 November 2017. Retrieved 26 August 2022.
"Euston arch: no change to plan" The times. 5 October 1961.
"Euston arch gates to be preserved". The Times. 13 October 1961.
"Euston Portico Fate Inevitable says Mr Macmillan; little or no prospect of finding an alternative site". The times. 4 November 1961.
"How Euston Arch Will Be Demolished". The Times. 28 September 1961.
"The Euston Murder". Architectural review. April 1962.
“The new Euston Station” , Daily News Newspaper, 1849
List of figures:
Figure 1
Title: Map c.1830 showing Clarendon Square, Somers Town
Source: Smith’s New Map Of London (1830) Smith’s new map of london c1830. Available at: https://www.mapco.net/smith/smith.htm (Accessed: 06 January 2024).
Figure 2
Title: Map of L&BR and GWR lines
Source: Map of West London, United Kingdom. Google Maps.Available at: https://maps.app.goo.gl/VjW8GYBJ9SsvQnSN8 (Accessed: 06 January 2024)
Figure 3
Title: Euston Station plan after its opening
Source: Hodgkins, D. (no date) The GWR Comes to London - Why Paddington? pp. 48. https://www.rchs.org.uk/wp-content/uploads/2016/08/J207_40-Why-Paddington.pdf.
Figure 4
Title: Post Card of the EustonArch from 1838, artist: John Cooke Bourne
Source: Entrance Portico, euston grove station: Science museum group collection (no. ) Entrance Portico, Euston Grove Station | Science Museum Group.Available at: https://collection.sciencemuseumgroup.org.uk/objects/co226437/entrance-portico-euston-grovestation-wash-drawing (Accessed: 07 January 2024).
Figure 5
Title: Illustration of a Euston Station Platform from 1837
Source: Mary Evans Picture Library, L. (https://www. maryevans. com) (picture no 12651990) Mary Evans Picture Library. historical images. historical archive. images of history. images. pictures. history. ILN. stock. photos fine art. illustrations. Available at: https://www.maryevans.com/search.php?prv=preview&job=5580010&itm=1&pic=12651990&row=1 (Accessed: 07 January 2024).
Figure 6
Title: Plan of Euston Station from 1888
Source: British Library HMNTS 10350.de.19.
Figure 7
Title: Great Hall Design by Philip Harwick
Source: RIBApix, RIBARef no: RIBA3997
Figure 8
Title: Euston Station plan
Source: Digimap Historical Survey, 1870s
Figure 9
Title: Euston Square, London 1870
Source: Figure 10
Title: Euston Station plan
Source: Digimap Historical Survey, 1870s
Figure 11
Title: Euston Station plan
Source: Digimap Historical Survey, 1910s
Figure 12
Title: Aereal shot of the Euston Station (1936)
Source: Britain from above, EPW049737 England (1936)
Figure 13
Title: Euston Station plan
Source: Digimap Historical Survey, 1950s
Figure 14
Title: Post card of Euston Station entrance, 1904
Source: Colour transparency; the Euston Arch, by unknown photographer, 1904, copied 2002 (2023) London Transport Museum.Available at: https://www.ltmuseum.co.uk/collections/collectionsonline/photographs/item/2002-9816 (Accessed: 08 January 2024).
Figure 15
Title: Proposal for the Euston Station redevelopment by Percey Thomas
Source: London as it might have been:Archive (no date) Tumblr.Available at: https://londonasitmighthavebeen.tumblr.com/archive (Accessed: 07 January 2024).
Figure 16
Title: Euston Station redevelopment proposal
Source: Media ID 7607808
Figure 17
Title: Deconstruction of the EustonArch
Source: Railways archive (1968) The New Euston Station, 1968.
Figure 18
Title: Euston Station after 1960s development
Source: Railways archive (1968) The New Euston Station, 1968.
Figure 19
Title: Proposal for the New Euston Station from the Railway Brochure
Source: Railways archive (1968) The New Euston Station, 1968.
Figure 20
Title: Proposal for the New Euston Station from the Railway Brochure
Source: Railways archive (1968) The New Euston Station, 1968.
Figure 21
Title: Proposal for the New Euston Station from the Railway Brochure
Source: Railways archive (1968) The New Euston Station, 1968.
Figure 22
Title: Proposal for the New Euston Station from the Railway Brochure
Source: Railways archive (1968) The New Euston Station, 1968.
Figure 23
Title: HS2 Site
Source: HS2.Available at: https://www.hs2.org.uk (Accessed: 08 January 2024).
Figure 24
Title: HS2 Euston Station vision
Source: HS2.Available at: https://www.hs2.org.uk (Accessed: 08 January 2024).
Figure 25
Title: Proposed Development
Source: HS2.Available at: https://www.hs2.org.uk (Accessed: 08 January 2024).
Figure 26
Title: Proposed Plan for HS2
Source: HS2.Available at: https://www.hs2.org.uk (Accessed: 08 January 2024).
Figure 27
Title: Progress on Site
Source: HS2.Available at: https://www.hs2.org.uk (Accessed: 08 January 2024).
Figure 26
Title: Proposed Entrance for the HS2 Terminus
Source: HS2.Available at: https://www.hs2.org.uk (Accessed: 08 January 2024).