Academic Dissertation

ALTERING HERITAGE

OLIVER WOLF

KING’S CROSS STATION

NEWCASTLE UNIVERSITY A DISSERTATION SUBMITTED IN PARTIAL FULFILMENT OF THE DEGREE OF BA ARCHITECTURE, 2015 ARC3060: DISSERTATION STUDIES IN ARCHITECTURE 2014/2015 OLIVER WOLF 120244711 Copyright © Oliver Wolf, 2015. All rights reserved.

Altering Heritage

To what extend should we be allowed to modify listed buildings: a case study of King’s Cross Station

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ABSTRACT

The dissertation starts with an investigation into the site on which King’s Cross Station sits today, considering why it was chosen and what limitations it presented. The thread is then taken to the construction of the station’s original Goods Service Yard, followed by the completion of London’s largest station: Lewis Cubitt’s King Cross in 1852. It is also noted that there were mixed appreciations from the public, towards the “no frill” facade, that was certainly ahead of its time. The second chapter will be considering the timeline of King’s Cross Station and the architectural changes that have occurred on the site. These will include small changes, such as the addition of new platforms in the Main Train Shed, to larger ones, such as the effects of London’s first underground train on the station. The study will particularly emphasise the redevelopment carried out by John McAslan + Partners in 2012, investigating the benefits these alterations brought to the station’s usage on a daily basis, and as a masterpiece of British transport architecture.The final chapter will research building reuse, comparing restoration, preservation and alteration. The dissertation will have looked extensively at the original Victorian structure and noted crucial design aspects that were important to preserve through time. The conclusion will then be made on the success of John McAslan + Partners’ alteration to the station, noting if these aspects have been kept.

This will be used as an example for the wider view on alteration,

and the discussion will conclude on the benefits of alteration for the conservation of listed buildings.

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CONTENTS Abstract

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Contents

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List of Illustrations

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Acknowledgments

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Introduction

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Chapter 1 - Historical King’s Cross

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Chapter 2 - Tracks Made Through Time

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Chapter 3 - New Values Highlighting The Old

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Conclusion

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Bibliography

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LIST OF ILLUSTRATIONS Page iii - Concourse, author’s own Page v - Concourse, Hufton+Crow Page 1 - King’s Cross Station, Fox Photos Image 1 - A map of Battle Bridge, Network Rail Image 2 - A good’s station fit for a Queen, John Christopher Image 3 - A map of King’s Cross, Edina Image 4 - Cubitt’s arches, author’s own Image 5 - An engraving of the station, Illustrated London News Image 6 - King’s Cross Station, R. B. Fleming & Co Ltd Image 7 - The departure platform, Popperfoto Image 8 - The making of the Metropolitan, John Christopher Image 9 - The Metropolitan platforms, John Aslop Image 10 - York Road Platform, John Christopher Image 11 - Looking from York Road Platform, John Christopher Image 12 - The departure platform, John Christopher Image 13 - The Great Northern Hotel, John Sturrock Image 14 - The station frontage, John Christopher Image 15 - King’s Cross Square, John Christopher Image 16 - Piccadilly Tube station under constraction, postcard Image 17 - Stations in front of King’s Cross, national rail museum Image 18 - Temporary concourse, reddit Image 19 - View inside the concourse, national rail museum Image 20 - The curved taxi rank, national rail museum Image 21 - Cross sectional diagram of teh Eastern Range, JMP Image 22 - Looking down the train shed, author’s own

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Image 23 - The new footbridge, JMP Image 24 - a view in the Western Concourse, JMP Image 25 - The stairwell of the Eastern Range, Hufton+Crow Image 26 - The Eastern Range entrance, Hufton+Crow Image 27 - Inside the Eastern Range, Hufton+Crow Image 28 - The SHared Service Yard, Hufton+Crow Image 29 - The Booking Hall, Hufton+Crow Image 30 - The Western Range’s southern gates, Hufton+Crow Image 31 - The Parcels Office Atrium, Hufton+Crow Image 32 - The Western Concourse, author’s own Image 33 - A bird’s eye view, John Sturrock Image 34 - A steel column, author’s own Image 35 - The concourse funnel, author’s own Image 36 - Hand drawn sketch, author’s own Image 37 - King’s Cross Square, author’s own Image 38 - The main entrance, author’s own Image 39 - The western entrance, author’s own Image 40 - Notre Dame de Paris, author’s own Image 41 - Gaudi’s Salamander, Eva Andersson Image 42 - The Collosseum, author’s own Image 43 - The rebuilt “bomb gap”, Mark Power Image 44 - The Victorian walkway brackets, Hufton+Crow Image 45 - The German Gymnasium, English Heritage Image 46 - The Granary Building, author’s own

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ACKNOWLEDGMENTS

I would like to express my thanks to all those who have helped in the composition of this dissertation, especially my tutor Dr Josep-Maria Garcia-Fuentes.

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INTRODUCTION

In this technological generation, we find ourselves in a society that expects everything to be instant and has a very low tolerance for chaos. This means that everything must fulfil its purpose faultlessly. Design for adaptability, disassembly and deconstruction are presently being promoted in building today, but only a short time ago these were terms that had never been thought of. Due to modern circumstances, a high importance is placed upon new buildings to conform to this ever-growing and developing world. However, where does that leave the old buildings? There are over 370 thousand listed buildings in the United Kingdom,1 meaning that they are protected by English Heritage. Historical and dated buildings make up the majority of the structures of our cityscapes, but they often have a limited life expectancy. Ranging from remodelling a home, to extending a hospital wing, our built environment is constantly trying to keep up with the present.

The City of London, one of the biggest metropolitan cities in the world, has an ever-evolving infrastructure. King’s Cross Station is one of the main hubs of transportation for railways, providing long distance train services to the north.

However, it has undergone numerous modifications since its erection in order to maintain the growing population of commuters and travellers, and sustain its status as a central

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station to the capital. This dissertation will be exploring the extensive timeline of King’s Cross Station and the architectural changes that have occurred since it was built in 1852. The discussion will particularly emphasise John McAslan + Partners’ 2012 redevelopment of the station. Moreover, the dissertation will discuss the topic of heritage and different forms of building reuse for these places of “special interest”, namely restoration, preservation and alteration.

The discussion will be divided into three chapters: the first will look at the historical King’s Cross, the site that was chosen and the building of Lewis Cubitt’s station in the mid 19th century.

The second chapter will explore the changes introduced to the station over time, ending with McAslan’s recent rejuvenation.The final chapter will discuss the protection of historic buildings, and look into how these can be maintained or even changed through alteration. This dissertation will conclude with the benefits of alteration to heritage sites and confirm the claim that architects should in fact be allowed to modify listed buildings.

After being introduced to heritage and the adaptation of buildings, I found a particular interest in the contrasting of the old with the new in altered buildings. I set out to find a building that successfully demonstrated my appreciation for this detail, whilst benefitting from a change of use or increased usage. I was particularly drawn to a station that I had travelled through many times, always admiring its impeccable design. I therefore looked into the original design of the station through texts, photographs and maps, as well as personal examination of the existing site.This was followed by an investigation into the recent redevelopment and the changes that had previously been made. It was important for me to spend time understanding how the station worked and what people most benefitted from it.

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NOTES 1 English Heritage, â&#x20AC;&#x2DC;Listed Buildingsâ&#x20AC;&#x2122;, English Heritage (English Heritage) <http:// www.english-heritage.org.uk/caring/listing/listed-buildings/> [accessed 4 January 2015].

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CHAPTER 1 - Historical King’s Cross

Image 1 - A 1769 map of the Battle Bridge area, showing New Road.

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At the height of the Industrial Revolution, London was in a state of transformation with regards to its railway infrastructure. The construction of the New Road, now Euston Road, between Paddington and Islington in 1756 created a northern boundary for London, an ever-growing city since the founding of it’s ancient core. The New Road (image 1) can be seen prior to the construction of King’s Cross Station in 1769. The area known today as Kings Cross was named Battle Bridge in those days.The northern boundary at New Road was reinforced in 1846 when the Royal Commission on Railway Termini attempted to ring fence Central London, limiting all new works to the north side of the New Road.This meant that no new stations could be built within this boundary as new termini and railways would have taken up prime land south of the New Road which had been fully developed by this time. As a result of the boundary placed on construction, five major termini were strung out in a line along the road; Paddington, Marylebone, Euston, St Pancras and King’s Cross. Although an important development, this area was already up and coming before the introduction of the railways.

The regent’s canal was completed in 1820, and as the primary method for transporting goods, its arrival in the neighbourhood represented the area’s industrial growth. During this time several industrial companies, such as the Imperial Gas Light and the Coke Company had located in the area further emphasising

its importance in industrial growth. In 1836 a monument that honoured King George VI was erected at the junction of New Road and Gray’s Inn Road, and from then on it was known as Kings Cross. Sadly the monument was dismantled only nine years later, leaving its influence behind in the name. The arrival of the Great Northern Railway Company’s new goods yard in 1850 lead to Kings Cross becoming the busiest goods handling complex in Britain with access by road, water and rail.

Although the Great Northern Railway had every intention of constructing a main line station fronting onto the New Road, a temporary passenger terminus was constructed in the already existing new goods yard on the 7th of August 1850.2 It consisted simply of two timber platforms and was referred to at the time as King’s Cross Station. It was at its busiest during the Great Exhibition of 1851 and in August of that year, Queen Victoria departed from it (image 2) on a trip to Scotland. For their main line terminus, the Great Northern Railway East Coast line chose a 10 acre site at the eastern end of the New Road.

The site mostly consisted of fields at the time, except for the Small Pox Hospital built in 1767, and a handful of houses, which had to be demolished to make way for the station. The Smallpox Hospital (marked on image 1) was slightly to the north west of the Battle Bridge area. This was a less than ideal location due to the Regent’s canal which ran east-west, only 183 metres away from the station, 9.1 metres above the level of the platforms.

However, it was important for the success of the station for it to be as far south as possible, or certainly as close to the northern boundary of the New Road. The distance of the station from today’s Euston Road is also due to the location of the curved Old St Pancras Road (image 3), a topic which will be discussed further in the following chapter.

Sir William Cubitt and his son Joseph were the engineers put in charge of designing the Great Northern Railway’s main line between London and Doncaster. Their solution for King’s Cross was to run the railway under the canal, dipping slightly through the Gas Tunnel and then up a gradient of 1 in 107 through the Copenhagen Tunnel. The architect on the project was Lewis Cubitt, who had no relation to Sir William and Joseph, but had designed many of the housing developments constructed by his older brother Thomas Cubitt. He produced a design featuring a double-span arched roof which, at the time was London’s largest station at 250 metres long.3 About three quarters of the

Image 2 - A goods station fit for a queen.

Image 3 - An 1870s map of King’s Cross Station.

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Image 4 - Cubitt’s arches as they stand today.

Image 5 - An engraving published shortly after the station’s opening.

Image 6 - King’s Cross in its early simplicity, 1853.

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roof area was glazed, letting large amounts of light in creating a feeling of being outside. This was accentuated by the height of the arches, which rose 22 metres4 so that the smoke from the trains would rise and not bother passengers. The arches were supported by laminated wood girders but, due to the forces exerted on them, by the late 1860s they showed signs of strain.

These timber trusses were replaced with wrought-iron girders in 1870 on the east side and in 1887 on the west train shed. The iron ribs were the latest trend in building construction, spanning 32 metres across and spaced at 6 metre intervals.5 The ribs were supported by iron shoes attached to the two side walls and a dividing wall which ran down the middle of the station, where the two arches meet. These are still clearly visible today (image 4). On the east side of the station a large archway led to the cab road, and a simple masonry block stood on the west side of the station that contained offices and other usual amenities.

Unlike most stations, Lewis Cubitt did not include a hotel block as a frontage to King’s Cross. Instead he chose a “no frill” facade which was a bold and extremely modern design for the time; a screen wall of London stock brick, divided vertically into two sections, and pierced by two large semicircular windows known as “lunettes”. These revealed the arched roofs on the inside whilst also mimicking them (images 5 and 6).The terminus had only two platforms set against the outer walls. Passengers would enter via the booking hall on the western side and pass through to the departure platform. Arriving trains pulled up on the opposite side of the station where travellers would find a waiting cab. In between these two platforms were fourteen carriage roads (image 7). The terminus opened for business on the 14th of October 1852.

The Victorians did not know what to make of the new station. Illustrated London News described how it presented an ‘imposing appearance’, while The Builder was of the opinion that ‘great plainness prevails’.6 Design critic Stephen Bayley has described Cubitt’s railway as ‘a brilliant example of Victorian matter-of-fact architecture’.7 Meanwhile, the general public were not ready for the stark, simple lines and many preferred the extremely ornate gothic St Pancras which came on the scene some 16 years later. John Christopher thought ‘exuding functionality and a rare degree of architectural integrity, the station looks, even now, or perhaps especially now, extraordinarily modern’.8 King’s Cross Station can be seen as architecturally

calm, complementing the extremely ornate St Pancras.

Today over 29 million people travel through King’s Cross Station a year,9 making it one of the busiest stations in the United Kingdom. An extraordinary concentration of infrastructure was created through the extension of the Metropolitan line into a complete circle serving all the main railway stations, and King’s Cross St Pancras being the underground station served by the most lines.This is even more true due to the links between King’s Cross and St Pancras international, accessed just by crossing the road (Pancras Road) or via the underground subway, giving a new international dimension to the passengers of King’s Cross.

The closeness of King’s Cross, St Pancras and Euston offers a powerful substitute for a continental Hauptbahnhof, the nearest concept London has to a grand central city terminal complex.

Image 7 - The departure platform and iron bridge at King’s Cross, 1900.

NOTES 2 Alan Jackson, London’s Termini (United Kingdom: Pan Books, 1972), p. 67.

3 Amy Frearson, ‘Western Concourse at King’s Cross by John McAslan + Partners’, dezeen (dezeen, 2012) <http://www.dezeen.com/2012/03/14/western-concourseat-kings-cross-by-john-mcaslan-partners/> [accessed 22 July 2014].

4 Ibid.

5 John Christopher, Kings Cross Station Through Time (United Kingdom: Amberley Publishing, 2012), p. 5.

6 Ibid., p. 5.

7 Alan Jackson, London’s Termini (United Kingdom: Pan Books, 1972), p. 83.

8 John Christopher, Kings Cross Station Through Time (United Kingdom: Amberley Publishing, 2012), p. 5.

9 Office of Rail Regulation, Estimates of Station Usage 2013-2014, 4 December 2014.

10 Hauptbahnhof is the German word for “main station”, used in cities with more than one station.

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Image 8 - An 1861 engraving showing the construction of the Metropolitan Underground Railway.

Image 9 - The Metropolitan Line platforms in the 1930s with the Widened Lines to the rear.

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Image 10 - York Road Platform (the Gas Works Tunnel would be on the left).

CHAPTER 2 - Tracks Made Through Time

Image 11 - A photo taken from York Road Platform in 1964 showing the southbound tunnel to the Widened Lines on the left, and King’s Cross in the background.

Since the original King’s Cross Station of 1852, the terminus has undergone numerous amounts of renovations throughout its lifetime. For the first 10 years following its construction, the station remained much the same, but the capacity of the station was soon to be insufficient. When King’s Cross opened there were only 4 station on the line between London and Hatfield, but three more stations (Holloway Road, Wood Green and Seven Sisters Road) were opened between 1856 and 1861.11 This sharp rise in railway usage led to the addition of a new arrivals platform at King’s Cross in 1862. The introduction of the world’s first underground train line was in October 1863: London’s Metropolitan railway (image 8). It had its own station just across the New Road from King’s Cross (image 9), which was originally known as Kings Cross Metropolitan and later became Kings Cross Thameslink.York Road Platform, a new platform for southbound trains heading towards Farringdon Street was opened in 1865 on the eastern side of the station near the Gas Works Tunnel (images 10 and 11). Trains which were to travel northbound emerged on the western side of the main station passed under the Great Northern Hotel via a steep curving tunnel, and hence was known as the Hotel Curve. In order to ease some of the traffic out of King’s Cross’ single departure platform, Kings Cross Main Line (Local) Station was opened in August 1875.12 It consisted of three short platforms

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Image 12 - The departure platform in 1900 with a view of the iron footbridge in the background.

and two tracks in an annexe attached to the station on the western side, and was only used for departures. Kings Cross (Suburban) opened on the 1st of February 187813 on the Hotel Curve, as a platform for the Metropolitan connection. These were used by commuters so they could go directly onto other stations, namely Farringdon in the City of London. Two further platforms were built along the central wall in the middle of the Train Shed in 1893 which necessitated the construction of the iron footbridge (image 12), linking all platforms in the main station as well as the old general offices on the western side with new offices built in the 1890s over the cab road on the eastern side. King’s Cross footbridge is a Grade I listed structure built in Derby in 1892 by Andrew Handyside and installed at King’s Cross in 1893. It remained at King’s Cross until December 2008, when it was dismantled and moved to the Watercress Line in Hampshire.14 After the First World War, various new platforms were added to the main station, such as the 400ft island platform, in 1924, on the site of the old engine yard, used as platforms 14 and 15, and the opening of the 945ft concrete island, in 1926, on the departure side numbered 7 and 8.15

Externally, big changes were also happening. As previously mentioned in the first chapter, Cubitt did not include

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a hotel block as a frontage to the station, however in 1854 the Great Northern Hotel opened on the south-western side of the station fronting Old St Pancras Road in a curved form. The five story hotel was a plain building in white stone and brick (image 13). On October 1st 1868 St Pancras station opened and around 1872 Old St Pancras Road, which was previously in line with King’s Cross Station and the Great Northern Hotel, was diverted to run alongside St Pancras station to at a right angle to Euston Road.This disconnected King’s Cross Station from direct contact with the adjoining streets, but created an open space in front of the station which became known as Kings Cross Square (image 14).The square was left unoccupied for a time, until 1879 when a glazed cab arcade was added to the southern facade of the station (image 15). The remaining open area became used by a vendor of garden furniture who filled it with a display of rustic seats, arches and summer houses. Following on from this, various permanent and semi-permanent station buildings were added including a left luggage office, but these were all burnt down in a fire on the 11th of May 1902. More buildings were erected and by 1914 the area was thoroughly cluttered with the likes of a mail office, heavy parcels office, emigrants transit shed, excursion office, staff rooms and a cab shelter. In addition the 1906 Piccadilly line tube station was situated right at the front of the square

Image 13 - A view of the Great Northern Hotel from the station.

Image 14 - An early photograph of the station frontage.

Image 15 - Kings Cross Square in 1890 partially showing the cab arcade behind shops.

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Image 16 - 1905, Piccadilly Tube Station under construction, and the canopy.

Image 17 - 1952, The Great Northern, Piccadilly & Brompton Railway Staion can be seen on the right with King’s Cross behind.

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(image 16). Furthermore the London North East Railway added crudely-designed shops either side of the tube station in 1934, after which Laing’s added a sort of desirable suburban residence on Kings Cross Square. The space became increasingly cluttered (image 17); one can imagine that Cubitt’s station would have been relatively hard to see at street level by passers by. On the 10th of June 1954 King’s Cross Station was listed as a Grade I building.

After that few changes were made and Alan A. Jackson described the once admired station as ‘draughty and cheerless’ saying that the original design form was ‘ill-suited to modern needs’.16 In the late 1960s the construction of the new Victoria Line tube station could have been the opportunity to give Cubitt’s brilliant frontage a worthy context, but the demolition of the ugly tube station, the original cab arcade and the 1930s shops, led to the disappointing construction of a new double storey concourse which projected from the southern facade, over Kings Cross Square (images 18, 19 and 20). Unfortunately the structure was not removed until 2012 during John McAslan + Partners’ redevelopment.

Image 18 - 2013, The temporary concourse on Kings Cross Square.

Image 19 - View inside the concourse looking towards the departure boards, January 1988.

Image 20 - View of the curved taxi rank in front of the stationâ&#x20AC;&#x2122;s concourse, January 1988.

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The redevelopment project was ongoing for a 15 year period starting in 1997, for which John McAslan + Partners have been closely involved in the design led by their principal John McAslan. The new Kingâ&#x20AC;&#x2122;s Cross Station opened its gates on the 19th of March 2012.The station project combines modernisation, restoration, sophisticated construction techniques and new architecture of the highest quality. The attention to detail required to preserve the Grade I listed form was crucial. In the Main Train Shed a new platform was created in the Eastern Range (image 21), platform 0, and many other platforms were upgraded to accommodate for the 21st century needs. Cubittâ&#x20AC;&#x2122;s famous vaulted roofs were re-glazed allowing much more light to penetrate onto the platforms, and these were made fully weather proof. There was also an addition of a total of 2500 square metres of photovoltaics in the centre of both vaults (image 22) to supply top-up electricity to the station. The design enabled them to benefit from full daylight exposure, whilst not being too much of an eye sore. Some sections of the Victorian brickwork of the train shed were diligently repaired and replaced. A beautifully modern new bridge (image 23) was built over the main-line tracks as a protruding extension of the new Western Concourse semi circle (image 24). This has allowed for the inclusion of modern day escalators and lifts. There were also, behind the scenes, large scale expansions and conversions to the Victorian vaults that support the platforms from underneath, to enable them to carry state-of-the-art servicing systems.

Image 21 - Cross-sectional diagram of the Eastern Range.

The Eastern Range was the three stories of offices suspended over the stationâ&#x20AC;&#x2122;s taxi access road on the eastern side of the main train shed.This was 250 metres long but only 21 metres wide;17 the narrowness of the building (image 21) made it difficult to include the 21st century operational needs. The main transformations carried out include the integration of new functions, access arrangements, complete re-servicing and fire protection. The Grade I listed building was brought back to its former glory by maintaining the architectural integrity of the building and removing some of the changes made through time.

This went as far as the reintroduction of some original design to the heart of the building as can be seen in the stairwell, such as the restored glazed bricks and original iron balustrades (image 25). Another important transformation was at the southern end of the range, facing onto Kings Cross Square, where the creation Image 22 - A view down the train shed looking north.

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Image 23 - The new footbridge in the Main Train Shed.

Image 24 - A view of the mezzanine bridge from within the concourse.

Image 25 - The stairwell of the Eastern Range.

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of a double height reception area has brought together the old and the new (image 26) juxtaposing the original iron beams and columns with the new century laminated-metal-meshv glass cladding of the lift core, and the 19th century brickwork with the 21st century granite slab flooring and steel and glass mezzanine bridge (image 27). At ground floor level, where the station’s taxi road used to lie, a new platform has been added. Behind the scenes, new photovoltaic power converters and a grey-water recycling tank are other big changes John McAslan + Partners have brought to the Eastern Range. The redevelopment of the Eastern Range was the first phase of the project and it was a crucial part because it was used to house all the station and rail staff, allowing for the station to remain open and functional for most of the duration of the project. Now that the full redevelopment of the station has been completed, the staff have been moved into the new Western Range offices, and the Eastern Range is the new home of 6500 square metres of commercial office space.18

Image 26 - A view of the Eastern Range entrance and reception area.

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Another key development brought to the station cannot be seen by station users or pedestrians. King’s Cross had relied on its service yard for decades; one of the first parts of the station built, today it consists of a major piece of civil engineering lying below part of the new Western Concourse. A new Shared Service Yard (image 28) was created underground. One of the main limitations in the old design of the goods shared service yard was the congestion caused by passengers and goods services sharing the same space. A new ramped access has been created to serve a new subsurface Shared Service Yard. New freight lifts have been introduced as well as the refurbishment of 1930s parcels tunnels. This new design has transformed the way in which goods and services are delivered to the station, ensuring that all service traffic is handled efficiently without being a hindrance to travellers.

The Western Range at King’s Cross was the original station’s biggest component, accommodating a wide range of uses. Unlike the Eastern Range which had a continuous form,

Image 27 - The mezzanine walkway of the Eastern Range.

Image 29 - Looking out from the Booking Hall.

Image 28 - The completed subsurface Shared Service Yard.

The centrepiece to the redevelopment is the new

Image 30 - The Western Rangeâ&#x20AC;&#x2122;s southern gate-line.

Image 31 - The Victorian Parcels Office Atrium after restoration.

the buildings of the Western Range were complex in plan. They articulated in five buildings of different structures and storey heights due to them being constructed at different times and for different uses. John McAslan + Partners brought pragmatism and care for the listed building to deliver greatly improved working conditions for the station staff, train operating companies and Network Rail management teams as well as the rediscovery of the original Victorian Booking Hall (image 29). The introduction of a new gate-line also took place which is today used as the main connection point from the Western Concourse to the platforms of the Main Train Shed (image 30). New invisible structures supporting the buildings, lifts and mechanical and electrical services have all been made possible due to the introduction of innovative engineering. The Northern Wing, destroyed by bombing in World War II, has been fully rebuilt to its original design with the inclusion of a large vent funnel rising from the London Underground Concourse which was placed in a longforgotten gap created by a war-time bomb. Beautiful previously blocked off Victorian spaces, such as the Parcels Office atrium, have been returned to their former glory thanks to subtly applied design and engineering.

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Image 32 - The Western Concourse roof structure, seen from the mezzanine.

vaulted, semi-circular concourse that fronts onto the Grade I listed Western Range (image 32). This element, known as the Western Concourse, is arguably the most innovative and striking example of British transport architecture since Foster’s Stansted Airport in 199119 and Grimshaw’s International terminal at Waterloo in 199320. The constraints present in the design of the concourse were the retention of the Grade I listed Western Range facade, the retention of the curving Grade II listed Great Northern Hotel and the fact that London Underground had already started building the sub-surface concourse and ticket halls beneath it.21 These constraints led to the decision to design the concourse in a semi-circular form; this was also inspired by the historic Hotel Curve railway which lay below the site. The outcome is a glass and steel canopy rising some 20 metres and spanning the entire 140 metre length of the Western Range.

The innovative semi-circular design (image 33), can be seen curving in between the Great Northern Hotel and the Eastern Range buildings. The design is characterised by its 16 steel tree form columns (image 34) that support the branches or waves that radiate from an expressive, tapered central funnel. At key points these fit the irregular structural grid of the underground concourse below. The funnel (image 35) creates an architectural focal point, while being an efficient structural support for the roof. It was designed to carry the weight of the roof so that there is only a very light “touch” between the new roof and the listed Eastern Range facade. This reduces any strain put on the historic build to a minimum.The Western Concourse is the most public part of the station and in many ways can be considered the ‘beating heart’ of the terminus. It is a clear space that is easy to navigate.The height of the ceiling allowed for the introduction of the mezzanine eatery; this looks over the bustling concourse and faces onto the original ticket office and Victorian Western Range facade, with a central focus on the new funnel. The thought that went into every detail is inspiring. The opacity and transparency of the roof allows light to penetrate the building at the top of the funnel and at the low sides, but not in the centre where glare might affect the legibility of signs for passing travellers (image 36). The dome beautifully merges the original train shed with the platforms of the Kings Cross Main Line (Suburban) Station, as well as the ticket hall with the shops and cafes, and of course the whole of the station with the underground concourse below.

The congestion of people is reduced thanks to the arriving

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Image 33 - A birdâ&#x20AC;&#x2122;s eye view of the Western Concourse.

Image 35 - The concourse funnel.

Image 36 - Controlled daylight in the concourse.

passengers exiting the station straight from the platforms onto Kings Cross Square, whilst those departing from Kingâ&#x20AC;&#x2122;s Cross wait in the concourse until they can go to their platform either from the new bridge or directly from the south-eastern end of the concourse.

Image 34 - A detail of the steel columns.

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It is important not to forget the space south of the station known as Kings Cross Square. Although this is not a part of the station structure, it is important in the way the station is used and how it works as a travel junction. Architects Stanton Williams were chosen to redevelop the square following an international design competition.22 Their solution for the front of the station was to clear the area of the previous concourse extension and to create a large plaza (image 37) for people to enjoy.This allows for the facade of Cubitt’s original Victorian train shed to be fully visible for the first time in almost 150 years.23 The new square is over 7000 square metres, making it larger than Leicester Square and giving London its first dedicated open approach to a major station.24 As previously mentioned arriving passengers will exit the station directly from the southern end of the Main Train Shed onto Kings Cross Square. From there they can take a break on the provided benches, or easily walk across the square to one of the entrances to the underground or to the new taxi rank just in front of the Great Northern Hotel.The square is also home to the main entrance of the station through the southern end of the new Western Concourse (image 38) meaning it always bustles with people. The public realm is also extended to the western side of the concourse (image 39) where a new smaller square has been created on what used to be a car park, with the new King’s Boulevard leading to the greater regeneration scheme for the Kings Cross area.

The outcome of the regeneration is a beautiful new hub for travel, showcasing Lewis Cubitt’s Victorian masterpiece, by decluttering its historic fabric and combining it with state-of-theart interventions. Pauline Nee, head of the historic building team at John McAslan + Partners described how ‘[They] aimed to expose and express as much of the original structure as possible in homage to the robustness of Cubitt’s original design’.25

Image 37 - Kings Cross Square after rejuvenation.

Image 38 - Looking towards the main station entrance.

Image 39 - The western entrance to the Concourse.

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NOTES 11 Alan Jackson, London’s Termini (United Kingdom: Pan Books, 1972), p. 70.

12 Ibid., p. 72.

13 Ibid., p. 72.

14 Andy Savage, ‘Footbridge at King’s Cross Railway Station’, Friar Gate Bridge Derby (blogspot, 2011) <http://friargatebridge.blogspot.co.uk/2011/11/footbridgeat-kings-cross-railway.html> [accessed 13 January 2015].

15 Alan Jackson, London’s Termini (United Kingdom: Pan Books, 1972), pp. 67-86.

16 Ibid., p. 83.

17 Adrian Welch, ‘King’s Cross Station Eastern Range’, e-architect, 2009 <http:// www.e-architect.co.uk/london/kings-cross-eastern-range> [accessed 18 December 2014].

18 New London Architecture, ‘King’s Cross Eastern Range’, New London Architecture (NLA) <http://www.newlondonarchitecture.org/project.php?id=758> [accessed 22 December 2014].

19 Foster and Partners, ‘30 St Mary Axe’, Foster + Partners (Foster + Partners) <http://www.fosterandpartners.com/projects/30-st-mary-axe/> [accessed 11 January 2015].

20 Grimshaw Architects, ‘International Terminal Waterloo’, Grimshaw Architects (Grimshaw Architects) <http://grimshaw-architects.com/project/international-terminal-waterloo/> [accessed 26 December 2014].

23

21

Arup, ‘The London Special Issue’, The Arup Journal, Issue 2 (2012).

Adrian Welch, ‘Kings Cross Station London – Western Concourse’, e-architect, 2012 <http://www.e-architect.co.uk/london/kings-cross-station> [accessed 18 December 2014].

23 Ibid.

24 Ibid.

25 Jay Merrick, Transforming King’s Cross (United Kingdom: Merrell Publishers Ltd, 2012).

22

24

CHAPTER 3 - New Values Highlighting The Old

As mentioned in the previous chapter, the Kingâ&#x20AC;&#x2122;s Cross Station project combines modernisation, restoration, sophisticated construction techniques and new architecture of the highest quality. Although the outcome is, in my opinion, a work of art, quite an aggressive approach was taken on redesigning the hub. The general instinct was originally that buildings or structures of any architectural merit should not be altered; a building is built for a purpose and it should remain used as that purpose until the end of time. In reality, however, all buildings have three possible fates: to remain unchanged, to be altered or to be demolished.26 This is to demonstrate that the work of alteration, although possibly destroying the historical construction, is paradoxically a function of the general impulse to conserve; when done well, it will showcase the original build and make it possible for not all to be lost with the passing of time.

The discussion is therefore going to look at the different forms of building reuse, mainly the differences between restoration, preservation and alteration.

Restoration is the act of returning the condition of the building fabric to its original state, as it might have been when it was first constructed.27 The building will not only look as it was, but will also be constructed â&#x20AC;&#x2DC;as originalâ&#x20AC;&#x2122;.True examples are difficult to find because each building is its own case. The Notre-Dame

25

Image 40 - A view of Notre Dame de Paris from across the Seine.

de Paris cathedral (image 40) is a good example of restoration.

Construction started in 1163, and then, due to the desecration during the French Revolution, Viollet le Duc spent from 1845 to 1864 restoring the cathedral.28 This was done by removing all previous alterations, repairs and signs of decay. Viollet-le-Duc wrote: ‘Restaurer un édifice, ce n’est pas l’entretenir, le réparer ou le refaire, c’est le rétablir dans un état complet qui peut n’avoir jamais existé à un moment donné.’29 which translates to restoring a building, is not to maintain it, repair or rebuild it, but to recover in a complete state that which may never have existed at a given time. This shows that even in the 19th century it was believed that restoration was beneficial to the building, improving it and making it into something it could never have been without the “rebirth” brought to it. This was contrasted

by John Ruskin’s views on restoration. He wrote: ‘[Restoration] means the most total destruction which a building can suffer: a destruction out of which no remnants can be gathered: a destruction accompanied with false description of the thing destroyed.’30 This quote could be associated with the restoration of Gaudi’s Salamander in Barcelona. The original monument was destroyed and replaced with the new one (image 42), but now the meaning and fierceness of the original has been lost to the icon that has come from the almost comical new dragon. Ruskin thought, the closer the copy, the greater the deception.31 The

thinking behind these claims was that deterioration over time of a building masks what it might once have looked like. Are we therefore to copy a surface that no longer exists or does one copy what is left, henceforth forever losing what might once have been. The two options somewhat link to the differences between restoration and preservation, although in both cases a complete rebuild is required.

Preservation is the act of maintaining something in its existing state. It does not destroy, but rather is the act of securing and stabilising a building and preventing further deterioration to the structure.33 The condition in which the building is found is considered important to maintain, and an example of this is the Colosseum in Rome (image 45). Built in around 70-80 AD it was inscribed to the World Heritage Centre list in 198034 and is therefore one of the most protected buildings in the world.

The southern side of the Colosseum was destroyed during an earthquake in 847. In addition, parts of the building were later stolen and used for the construction of other buildings.35 Instead of the Colosseum being restored, the decision was made to preserve the structure as it is, therefore all that remains are parts of the outer and inner walls and some of the foundations and seating.

Image 41 - Gaudi’s Salamander after restoration.

27

Image 42 - Parts of the internal and external walls of the Colosseum.

The third form of building reuse is what I call alteration, although that may be too much of a generic term; some call it remodelling. This is changing a building in a way that may include extension or demolition work, and can most often be categorised as either intervention, insertion or installation of the new built form.36 Alteration allows for the adaptation for modern day needs and services, as well as change in use or increased usage.

An example of this can be seen in the Sant Francesc Convent in Santpedor. The church was built in the early 18th century, but in 1835 the convent was sacked and the building started deteriorating until the convent was demolished in 2000.After this only the church remained, which was in a state of ruins. In 2003 David Closes Architecte started their intervention, transforming the historic building into an auditorium and a multifunctional cultural facility. The alteration has preserved the heritage of the site whilst adding a new use and ‘new values which highlight the ancient church in a contemporary way’.37 Alteration was the process employed at King’s Cross Station, allowing for its adaptation to modern day technologies, increased accessibility and allowing for the increase usage by travellers. At King’s Cross, the alteration also created a successful contrast between the old

and new, such as the ‘sandwich’ that is the Western Concourse, in between the Western Range and the Great Northern Hotel.

The main concern for King’s Cross Station before the redevelopment was being able to sustain the high density of travellers going in and out of London on a daily basis. This was particularly the case for London hosting the 2012 Olympic Games.

To tackle this problem, one of the first changes John McAslan + Partners made was to introduce the new platform in the ground floor level of the Eastern Range. This enables more trains to go in and out of the station, greatly helping the ever increasing usage of the station, and catering for the particularly high demand of the Olympics. In addition, the new concourse is 7 500 square metres, making it three times the size of the previous 1970s concourse.

Once again this increase allows for comfortable dispersion of the ever-increasing number of passengers travelling through the station. This successfully connects all the station’s national and suburban platforms with the London Underground, local buses and provides a clear connection to the local neighbourhood.

With health and safety being such an important design criteria in new buildings, particularly public buildings, the inclusion of

28

escalators and lifts in the new footbridge, as well as throughout the station, was imperative to the station’s accessibility.

As previously stated, a high importance is placed on the energy-efficiency of modern buildings. This was tackled at King’s Cross by the inclusion of the solar panels on the roof of the Main Train Shed, as well as the inclusion of photovoltaic power converters and the grey-water recycling tank in the Eastern Range. This allows the building to conform ecologically, and I personally think the translucence of the panels in the Main Train Shed is very successful in modernising the historic structure creating a pleasant contrast with the Victorian brick and iron girders.

The increased space throughout the project has allowed the inclusion of many facilities which cater to the travellers or people working in local offices. The concourse is full of elegant take-aways as well as eateries including a pub in the Western range which uses the rediscovered Parcels Office atrium as a terrace (image 31).The layout of the shops and cafes also benefit from free advertising of their displays and signs due to the openplan nature of the Western Concourse.The work to the Western Range has also increased the efficiency of space simply due to the rebuilding of the parts once lost. In a city lacking in building space maximising efficiency is essential and this has been made possible at King’s Cross Station through McAslan’s rejuvenation.

As previously mentioned the work at King’s Cross Station combines many techniques including restoration, preservation and new build. This is because intervention can hardly be done without all these factors. New architecture does not necessarily need to be added, but even the simplest maintenance work on a building or structure requires new work, which in itself is restorative.38 Therefore in some way these factors all relate to one another and one cannot be done without the other. At King’s Cross, if we simply look at the Western Range, for John McAslan + Partners’ redevelopment they had to use innovative engineering to insert new structures supporting the existing buildings, which could be classified as preservation, they provided modern services, which in itself is new build, and if we look at the ‘bomb gap’ of 1941 previously mentioned, high levels of restoration were put into practice to

29

Image 43 - The rebuilt “bomb gap” in the Western Range.

Image 44 - The original Victorian walkway brackets.

fill the gap. The new build can be seen before completion (image 44) where new techniques were used, but the building mostly takes the shape of what is thought to be original, with exception of the underground’s vertical shaft for ventilation. In contrast to conventional restoration, the simple matter of the new brick cladding makes it stand out from the old, which I believe must have been intentional done by the firm, so as not to hide what is new, but celebrate the fact that it is new. Another aspect of the three forms interlinking can be seen in a detail as small as the elevated walkway in the Booking Hall. The original cast iron brackets (image 47) were stripped back of layers of paint, which is an act of restoration. This particularly contrasts with the new walkway which was built above, which I personally believe to be a very successful feature.

Now let us look at what the alternative might have been.

If King’s Cross Station had not been greatly altered, permitting the integration of the new Western Concourse, but was instead simply restored, the possibilities for it being a central hub for transportation would simply not be. King’s Cross Station has always been expanding, as I demonstrated in Chapter 2, due to the general population constantly expanding as well as the increase in rail use. Although Great Britain saw a decrease in rail use from the 1960s to the 1990s, today the number of journeys by rail has doubled since 1994.39 The lack of possibility for expansion could have led to the station to become unused and eventually falling into disrepair. This is why English Heritage promote positive conservation and managing change rather than preservation of listed buildings.40 The contemporary taste for industrial buildings has benefitted the risk of buildings falling into disrepair throughout the world, and this can be seen in the wider regeneration site at Kings Cross with buildings such as the old German Gymnasium (image 48) becoming a contemporary restaurant41 and the Granary (image 49) being used by University of the Arts London, Central Saint Martins.42

Image 45 - An illustration of the German Gymnsaium from 1866

Image 46 - The restored Granary Building north of King’s Cross, designed by Lewis Cubitt in 1852

30

NOTES 26 Fred Scott, On Altering Architecture (London: Taylor & Francis Inc, 2007). pp. xv-1.

27 Simon Hacker, ‘Lecture 2 - Construction Reuse’, 2014 <https://blackboard. ncl.ac.uk/bbcswebdav/pid-1802845-dt-content-rid-6193736_1/courses/O1415ARC3013/141023%20Lecture%202%20NOTES.pdf> [accessed 18 December 2014].

28 Daniel Reiff, ‘Viollet Le Duc and Historic Restoration: The West Portals of Notre-Dame’, Journal of the Society of Architectural Historians, 30 (1971), 17–30 (pp.

17–30) <http://dx.doi.org/10.2307/988670>.

29 Eugène-Emmanuel Viollet-le-Duc, Dictionnaire Raisonné de L’Architecture Française Du XI Au XVI Siècle, Tome Huitième (Paris: Hermann, 1866), p. 14.

30 John Ruskin, The Seven Lamps of Architecture, Gutenberg eBook (Project Gutenberg, 2011), p. The Lamp of Memory, XVIII. 31 Fred Scott, On Altering Architecture (London: Taylor & Francis Inc, 2007). p. 49.

32 Apple, ‘Preserve’, Apple Dictionary.

33 Simon Hacker, ‘Lecture 2 - Construction Reuse’, 2014 <https://blackboard. ncl.ac.uk/bbcswebdav/pid-1802845-dt-content-rid-6193736_1/courses/O1415ARC3013/141023%20Lecture%202%20NOTES.pdf> [accessed 18 December 2014].

34 ‘Historic Centre of Rome, the Properties of the Holy See in That City Enjoying Extraterritorial Rights and San Paolo Fuori Le Mura’, UNESCO World Heritage Centre (UNESCO WHC) <http://whc.unesco.org/en/list/91/> [accessed 2 January 2015].

31

35

‘Colosseum’, A View On Cities (aviewoncities) <http://www.aviewoncities.com/ rome/colosseo.htm> [accessed 11 January 2015].

36 Simon Hacker, ‘Lecture 2 - Construction Reuse’, 2014 <https://blackboard. ncl.ac.uk/bbcswebdav/pid-1802845-dt-content-rid-6193736_1/courses/O1415ARC3013/141023%20Lecture%202%20NOTES.pdf> [accessed 18 December 2014].

37 David Closes, ‘Convent de Sant Francesc’, David Closes Architecte (wordpress, 2012) <https://davidcloses.wordpress.com/2012/05/18/convent-de-sant-francesc-2/> [accessed 14 January 2015].

38 Fred Scott, On Altering Architecture (London: Taylor & Francis Inc, 2007).

39 Rail Executive, ‘Rail Statistics Factsheet’, Rail Trends, Great Britain 2013/2014 (Rail Executive, 2014) <https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/363718/rail-trends-factsheet-2014.pdf> [accessed 8 January 2015].

40 English Heritage, Heritage Works | The Use of Historic Buildings in Regeneration (Colourhouse, 2013), p. 7.

41 King’s Cross Central Limited Partnership, ‘The German Gymnasium’, King’s Cross - An extraordinary piece of London (LJXDM) <http://www.kingscross.co.uk/ german-gymnasium> [accessed 3 January 2015].

42 King’s Cross Central Limited Partnership, ‘The Granary Building’, King’s Cross An extraordinary piece of London (LJXDM) <http://www.kingscross.co.uk/granary> [accessed 3 January 2015].

32

CONCLUSION

It has been discussed that buildings have three possible fates due to their limited lifespan: to remain unchanged and eventually become dishevelled, to be altered either increasing their life span or giving them a new life or to be demolished.

This is accentuated by the high importance placed on buildings to conform to the ever-increasing and developing world we live in. From this we deduced that alteration is unavoidable, unless a proprietor chooses demolition. It was previously stated that some views may be that buildings of any architectural merit should not be altered, but the development at Kingâ&#x20AC;&#x2122;s Cross clearly shows that alteration has benefitted the Victorian station to become what it could never have been if it was restricted to the 19th century design.The work carried out has not destroyed the important building, but has conserved the important aspects of it moreover enhancing them. This can be defined in changes such as the renovations of the two vaulted roofs thereby reallowing light to penetrate the building and therefore magnifying the internal beauty of the station. Another key change was the freeing up of the southern facade to enable the bold and revolutionary elevation to be admired once again.

Furthermore, in my investigation into the different forms of building reuse, I came to the conclusion that alteration is the most beneficial for a building. When a building becomes listed

34

by English Heritage, particular care is necessary to carry out any changes to it. Changes as simple as adding a window require many difficult and time consuming processes, more so than would be necessary for a non listed building. This is why many people stay clear of these buildings with historic merit, causing them to remain unchanged, eventually become unused and falling into a state of disrepair. After exploring the architectural changes that have occurred at King’s Cross since it was built in 1852, I noted that tragedies included the loss of parts of the Western Range structure as well as the loss of usage of large spaces within the building frame. As mentioned in previous chapters, these included the Parcels Office atrium and the original Booking Hall.

The alteration has enabled these spaces to be rediscovered and put into use; spaces which had already fallen into deterioration.

The alteration has also kept the station current, reinforcing it as a modern hub for transport and improving effectiveness of the use of space in addition to efficiency of travel.

It is important to note that King’s Cross is a station and therefore is always evolving.There is a particularly important connection between heritage and infrastructure due to the historic nature of infrastructure, but also the fast pace at which it has to be changed.This change, due to ever evolving technologies and new connections being put in place causes alteration to become invaluable for the success of any form of infrastructure from roads and bridges to the previously mentioned railways.

In this dissertation, King’s Cross has been the case study used to demonstrate the achievements alteration can bring, but it is important to note the different extents to which alteration can be performed; in particular the three different categories: intervention, insertion and installation. Intervention is considered a permanent change whereas installation is a solution that can be easily reversed and in some cases introduced in other buildings or structures. By definition, insertion is an “in-between” solution where reversibility may be possible, but not easily achieved and often affecting the existing form. These give a possibility to not destroy the structure in question, but to keep it up to date and in-use in a non harmful manner.This can be particularly important for buildings with precise values needing to be maintained such as churches or other religious structures. If we go back to the comparison between restoration, preservation and alteration,

35

this dissertation shows that alteration is the most beneficial, and successfully enables the “rebirth” of buildings, as seen at King’s Cross Station.

36

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40

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