Transport for London
PERS and CSA
07/08
Category A Station Audits
King’s Cross and St. Pancras Stations
TRL REF: UPR/T/029/08
Final Report
Date: 12th March 2008
TRL Lead Reporters: Ko Sakamoto, Shaneen Khambata and Ellie Gould
Living Streets Lead Reporter: Jeremy Leach
TRL Limited
Living Streets
PERS AND CSA AUDITS 07/08
CATEGORY A STATION AUDITS
TFL: King’s Cross and St. Pancras Stations
Version: Final Report
TRL Lead Reporters: Ko Sakamoto, Shaneen Khambata and Ellie Gould
Living Streets Lead Reporter: Jeremy Leach
Prepared for: Transport for London
Client: Julie Dye and Spencer Clark
Copyright TRL Limited, March 2008
This report has been prepared for Transport for London. The views expressed are those of
the author(s) and not necessarily those of Transport for London.
Unpublished Project Reports are written primarily for the Customer rather than for a general
audience and are published with the Customer’s approval.
Approvals
Project Manager
Quality
Reviewed
This report has been produced by TRL Limited and Living Streets, under/as part of a Contract
placed by Transport for London. Any views expressed are not necessarily those of Transport
for London.
TRL is committed to optimising energy efficiency, reducing waste and promoting recycling
and re-use. In support of these environmental goals, this report has been printed on recycled
paper, comprising 100% post-consumer waste, manufactured using a TCF (totally chlorine
free) process.
Please note that the comments in this report reflect the auditor’s comments at the time of the
audit. Significant redevelopment work being undertaken around the station area may mean
some of the points noted by auditors and CSA participants may no longer be relevant.
CONTENTS
1
Introduction 2
1.1
Audit Procedure
2
1.2
King’s Cross and St. Pancras Stations
3
2
Methodology 6
2.1
Introduction 6
2.2
PERS audit
6
2.3
Community Street Audit
8
3
Background Information
9
3.1
Introduction 9
3.2
Pedestrian Collision Statistics
9
3.3
Crime Data
10
3.4
Land Use Data
11
4
PERS and CSA Audits
13
4.1
Introduction 13
4.2
General observations
14
4.3
Links 15
4.3.1 PERS overall scores
15
4.3.2 CSA priorities
15
4.3.3 PERS/CSA joint findings
16
4.3.4 Link parameter assessment
21
4.3.5 Summary: Priority links
24
4.4
Crossings 25
4.4.1 PERS overall scores
25
4.4.2 CSA priority crossings
25
4.4.3 PERS/CSA joint findings
26
4.4.4 Crossing parameter assessment
34
4.4.5 Summary: Priority crossings
38
4.5
Routes 39
4.5.1 PERS overall scores
39
4.5.2 CSA priority routes
39
4.5.3 PERS / CSA Joint Findings
40
4.5.4 Routes parameter assessment
43
4.5.5 Summary: Priority routes
46
4.6
Waiting Areas and Spaces
47
4.6.1 PERS overall scores
47
4.6.2 CSA priority waiting areas and spaces
48
4.6.3 PERS/CSA joint findings
48
4.6.4 Waiting area and spaces parameter scores
55
4.6.5 Summary: Priority waiting areas and spaces
59
5
Audit Summary
60
6
Conclusions and Recommendations
65
6.1
Conclusions 65
6.2
Overview of Recommendations
65
6.3
Specific Recommendations
67
7
Acknowledgements 76
Appendix A: Component assessments
77
A.1 Links
77
A.2 Crossings
90
A.3 Routes
103
A.4 Waiting areas and spaces
105
Appendix B: CSA Stakeholder List
114
Appendix C: Reference codes for all audit components
115
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Key Findings
General impressions
• King’s Cross and St. Pancras Stations are heavily used by those transferring
between the two stations and to local transport services.
• The highly-trafficked Euston Road and Pentonville Road run immediately south of
the stations, causing heavy noise, pollution and community severance.
• Environmental quality of the area diminishes along Euston Road and Gray’s Inn
Road, due to the heavy traffic and vacant commercial property.
• The area is undergoing extensive re-development. Construction work impacts on
pedestrian movement and the quality of the environment.
• A number of informal crossing movements are observed, including some across
the highly dangerous Euston Road and the roads running alongside the stations.
• Signage between the stations or to some nearby facilities is not clear, partially
due to the continued redevelopment of the area.
• A shortage of public spaces is observed in the area surrounding the stations.
Key audit findings
• The pedestrian environment was found to be generally poor in both the PERS
audit and CSA, highlighting specific and general deficiencies in terms of
pedestrian provision.
• The links surrounding the stations are often found to be of limited effective width,
creating congested conditions and conflicts amongst users.
• Crossing provision is found to be inadequate across the audit area, often
resulting in informal crossings being made across heavily trafficked roads.
• Provision for sensory and mobility impaired users is lacking at key strategic
locations, including some crossings across the busy Euston Road and those
across the vehicle access roads around St. Pancras Station.
• Environmental quality and personal security are often compromised by
inadequate lighting, heavy vehicle noise and pollution, as well as neglected
private and commercial properties.
• The pedestrian experience is further compromised by the sheer dominance and
impact of road traffic owing to its speed and the number of lanes it occupies.
• Wayfinding is made difficult by the low profile of King’s Cross Station, the lack of
signs to key attractors, construction work surrounding the two stations, and
outdated information of the area on maps and signs.
Headline recommendations
• Increase the effective width of links by reallocating carriageway space to the
footpath wherever appropriate, and by removing/realigning obstructions.
• Enhance the permeability and safety of the main roads around the station by
providing formal crossings at all necessary locations.
• Provide dropped kerbs and correct information for mobility and sensory impaired
users at all crossings, especially around St. Pancras Station and Euston Road.
• Improve road safety around the station by introducing traffic calming measures.
• Provide signage to all major attractors in the area. Enhance the visibility of King’s
Cross Station from all directions.
• Minimise the effect of the ongoing construction work by ensuring that footpaths
and crossings are kept clear. Provide temporary signage at visible locations,
particularly for those transferring between the two stations.
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1
Introduction
This report describes the results from the TRL PERS (Pedestrian Environment
Review System) audit and Living Streets CSA (Community Street Audit) of King’s
Cross and St. Pancras Stations.
1.1 Audit
Procedure
TRL PERS Audit
A PERS review is based upon the following two key principles:
• That the quality of the pedestrian environment may be evaluated according
to the degree to which it meets pedestrians’ needs.
• That in evaluating the degree to which pedestrians’ needs are met by the
environment, the objective should be to satisfy as many people as possible,
with the ‘standard’ pedestrian being considered to be towards the vulnerable
end of the spectrum.
PERS recognises the needs of pedestrians in both undertaking a journey on foot and
as people using spaces in the public realm for leisure and non-transport based
activities. In a PERS audit, the auditor is required to consider the extent to which the
environment under consideration provides easy, convenient and pleasant conditions
for all users. The overall aim in applying PERS is to seek to provide an optimal
pedestrian environment for all users.
Living Streets Community Street Audit
A Living Streets Community Street Audit looks at public space through the eyes of
place users rather than place managers. By harnessing the views of local users, the
audit seeks to establish how people on foot feel about the space they use, their likes
and dislikes, their priorities for improvement and the problems they face in going
about their everyday life. Auditors are encouraged to share their experiences of the
area at differing times of the day and year, and to take into account the needs of all
space users.
Chapter 2 briefly describes the standard methodologies for applying a PERS and
CSA to an audit area.
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1.2 King’s Cross and St. Pancras Stations
King’s Cross and St. Pancras are two major railway termini located north of London’s
main business district. The two stations are separated only by Pancras Road, and
effectively act as one large interchange. The stations are served by trains to various
parts of the country, including the Midlands and the North. Since November 2007,
Eurostar services to Paris and Brussels also operate from St. Pancras Station,
following a major refurbishment of the station building. The area around the two
stations is heavily used by commuters and tourists transferring between them, as
well as by those changing between various transport modes (e.g. buses, taxis and
underground).
Land use surrounding the two stations is diverse, ranging from retail space along
Euston Road and Pentonville Road, office space towards the east of King’s Cross
Station and residential areas around the quieter streets further away from the
stations. Redevelopment continues to take place on the two stations and the
surrounding areas, with plans in place for the opening of a large hotel, expansion of
retail space and a new layout for the area in between the two stations.
Roads around the station are heavily trafficked. Euston Road and Pentonville Road
in particular are a large source of noise, air pollution and traffic accidents. Roads
adjacent the stations, including York Way, Pancras Road and Midland Road are
characterised by cars, taxis and buses picking up and dropping off passengers. Lane
changing behaviour is also prominent at these locations.
A number of major trip attractors are found in the vicinity, including the British Library,
the Royal National Throat, Nose and Ear Hospital, and the Eastman Dental Hospital.
A map of the PERS audit area described in this report is shown in Figure 1.1. This is
followed by a RAG map of the scores from the PERS audit and a priority map from
the CSA in Figures 1.2 and 1.3 respectively.
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Ordnance Survey © Crown copyright 2007. All rights reserved. Licence No. AL100021177
Figure 1.1: King’s Cross/St. Pancras Station area outline
Ordnance Survey © Crown copyright 2007. All rights reserved. Licence No. AL100021177
Figure 1.2: All audit components with PERS RAG output
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Tunnel on
Goods Way
Pancras Road
York Way
(including
informal
crossings
and PT7)
South end of
Caledonian Rd
Knot of crossings
at south end of
York Way
Euston Road
(including
crossings)
West end of
Pentonville Rd
Ordnance Survey © Crown copyright 2007. All rights reserved. Licence No. AL100021177
Figure 1.3: Living Streets Priority areas with absolute priorities indicated in text
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2
Methodology
2.1 Introduction
This chapter describes the methodologies applied to undertake the PERS and
Community Street audits of King’s Cross and St. Pancras Stations. The PERS audit
preceded the CSA with the results of PERS used as a guide to undertake the CSA.
2.2 PERS
audit
The PERS audit consists of five stages as follows:
Stage 1: Definition of the study area
The first key step in a PERS audit is to ensure that the boundary of the study area is
clearly defined with any key objectives for the review of the study area established.
TRL met with TfL’s Cycling, Walking and Accessibility and Interchange teams, along
with relevant local officers, to discuss the following:
• The boundary of the study area
• The specific reasons for undertaking the audit and any particular emphasis
required in reviewing the pedestrian environment
• Specific routes undertaken by significant numbers of pedestrians in the audit
area
• Any temporary works currently being undertaken in the audit area which may
affect the survey
• Any planned developments in the area
• Any cultural or sporting events which may be of interest for the survey
Stage 2a: Desktop identification of links, crossings, routes and spaces
The second stage (part a) of the audit process is to use mapping to initially indicate
the likely links, crossings, routes, public transport waiting areas, interchange spaces
and public spaces in the audit area. This assists with referencing the site pre-audit
and to evaluate the resources required for the audit.
Stage 2b: Optional collation of existing information
To accurately assess the walking environment, the collation of existing information
can provide a valuable foundation for the review by improving the accuracy for
assessment. For this PERS audit, the following information has been collated:
• Casualty statistics for the area concerned
• Crime and disorder data
• Land use information
Such information may, if significant, affect specific PERS outputs but can also guide
the auditor in focussing upon particular areas of concern.
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Stage 3: On-street evaluation
Having undertaken the necessary preparatory work in stages 1 and 2, the on-street
audit can be undertaken. For each review framework, a review form is available for
manual entry on street. Each framework consists of a number of parameters
requiring evaluation. Each audit form requires the auditor to score and comment on
each parameter which is summed to create an overall score for each link, crossing,
route, waiting area or space.
Stage 4: Data analysis using the PERS v2 software
For the audit area, the scores and comments from the on-site audit are entered into
the PERS v2 software for evaluation. The software automatically applies weighting
factors to the scores attributed by the auditor (at a default level). For each audit form,
the software produces an aggregate score and a percentage score ranging from -
100% to +100% with an average of 25%. The software also bands the performance
of a facility into red, amber and green (RAG score). At a neutral level, green
represents good or very good provision, amber represents average provision and red
represents poor or very poor and should be of most concern.
Stage 5: Display and review outputs
Having entered the data, the PERS v2 software enables the user to automatically
generate graphics to demonstrate the results. These can be displayed for individual
components detailing parameter scores, or display overall scores so that particular
links, crossings, routes, waiting areas or spaces can be compared. In addition, the
PERS findings can be mapped on to an image file to display the RAG ratings for all
links, crossings, routes, waiting areas and spaces.
For further information on the theory behind PERS and the methodology adopted for
a PERS audit please refer to the PERS v2 handbook supplied in the help file on
PERS v2 software.
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2.3 Community Street Audit
The Community Street Audit (CSA) consists of three key stages, as described below.
Stage One: Planning and Preparation
The key findings of the PERS audit conducted by TRL and associated background
information about the audit area are reviewed by the Living Streets team to identify
the priority areas to be covered by the Community Street Audit. The CSA audit
routes include the links, crossings, public transport waiting areas, interchange spaces
and public spaces that the PERS audit has indicated most require attention, but also
includes those which Living Streets or the audit participants may consider important.
Station users, residents, businesses and other local stakeholders, including TfL and
borough representatives, are invited to participate in the audit sessions through local
publicity.
Stage Two: Conducting Street Audits
Audit participants attend either a lunchtime or evening Community Street Audit
session, which starts with a briefing at an agreed meeting point near the station. The
briefing explains the purpose of the audit, which is to assess the quality of the
walking environment around the station and identify priorities for improvement.
Participants have the opportunity to choose which audit group to join, in order that
they can comment on the areas of most interest to them, such as the routes they use
regularly.
After a briefing on safety, small groups undertake detailed examination of the routes
with a Living Streets facilitator who takes notes of their comments about the positive
and negative aspects of the environment and their proposals for improvement.
Finally the groups return to the meeting point to review their experiences and identify
priorities.
Stage Three: Reporting Audit Findings
The detailed notes from the audit sessions are collated and used to summarise the
key points of concern and opportunities to enhance the walking environment based
on station user’s observations. Priorities are then assigned for the links, crossings,
public transport waiting areas, interchange spaces and public spaces in the PERS
audit.
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3
Background Information
3.1 Introduction
This chapter aims to provide a brief overview of key information associated with the
King’s Cross/St. Pancras Station audit area, namely:
• Casualty statistics
• Crime and disorder data
• Land use data
This data will inform the PERS and CSA audit results detailed in Chapter 4.
3.2 Pedestrian Collision Statistics
Figure 3.1 shows collisions involving pedestrians around King’s Cross/St. Pancras
Stations between Jan 2004 and Dec 2006 (36 month period). No data is yet available
for the period after the update of St. Pancras Station; hence the figure below shows
the old station and street layout.
Ordnance Survey © Crown copyright 2007. All rights reserved. Licence No. AL100021177
Figure 3.1: Euston Station casualty statistics
The results show that in the period reviewed there were:
• 21 slight accidents
• 14 serious accidents
• 1 fatal accident
The majority of collisions can be seen occurring around Euston Road and Pentonville
Road on the south side of the two stations. Nearly a third of these collisions took
place at the junction of Euston Road/Pentonville Road with York Way mostly
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King’s Cross and St. Pancras Stations PERS AND CSA Audit
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involving a pedestrian stepping into the carriageway in the path of an oncoming
vehicle which failed to stop. There was one fatal accident at this signalised junction
at 2:30am in dry conditions, when a car travelling in a south-west to north-east
direction hit a 42 year old male. The driver was reported to be driving aggressively at
the time. Another group of collisions was recorded at the junction of Euston Road
with Gray’s Inn Road. A serious accident was recorded at the junction of Pentonville
Road with King’s Cross Bridge, where an articulated bus turning left hit a pedestrian.
Of the 36 collisions recorded in the Stats19 database, 23 took place under dark
conditions, whilst incidents under wet conditions were limited to 6.
3.3 Crime
Data
Figure 3.2 shows the mapped crime domain data available via the National Statistics
website (www.statistics.gov.uk) for King’s Cross/St. Pancras Stations. This domain
measures the incidence of recorded crime for four major crime themes, representing
the occurrence of personal and material victimisation at a small area level. These are:
• Burglary (4 recorded crime offence types, April 2002-March 2003).
• Theft (5 recorded crime offence types, April 2002-March 2003, constrained to
CDRP (Crime and Disorder Reduction Partnership) level).
• Criminal damage (10 recorded crime offence types, April 2002-March 2003).
• Violence (14 recorded crime offence types, April 2002-March 2003).
Crime Quintiles
Key
Lowest
Highest
National rank LSOA Study
of crime boundary
area
Crime Area
Crime Area
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Figure 3.2: Crime ranking by Lower Super Output Area
The ranking of crime for the audit site is based on Lower Super Output Areas
(LSOAs), a hierarchical tool which facilitates the reporting of local level statistics.
England is formed of over 32,000 such areas; 6 of which border the audit site.
The Figure shows that the King’s Cross and St. Pancras area have some relatively
high ranking wards for crime especially towards the northwest and southeast, raising
concern for personal security.
3.4 Land Use Data
To provide an overview of the types of land use in the area, Figure 3.3 shows an
approximation of the distribution of uses across the audit area. This information has
been collated from notes taken by the auditors on site.
Key
Reside
d n
e tia
i l
Retail
Public
i Transport
Offi
f ce
Parkla
kl nd
n
Indu
d str
t ial
Place
c of wo
w r
o s
r hip
h
Public
i bui
u lding
Polic
o
e
lic Sta
t tion
io
Hote
ot l
Health
t car
c
e
Under co
c ns
n tr
t uct
c ion
Ordnance Survey © Crown copyright 2007. All rights reserved. Licence No. AL100021177
Figure 3.3: Audit area land use
Land use within the audit area is heterogeneous, including retail space along Euston
Road and Pentonville Road, office space towards the east of King’s Cross Station
and residential areas around the quieter streets further east and west of the two
stations. The two major railway stations of St. Pancras and King’s Cross dominate
the audit area, and attract large amounts of commuters and tourists, often with large
pieces of luggage.
The area surrounding the two stations is continuously being redeveloped. A
significant portion of the work on St. Pancras Station is now finished, with the
Eurostar services operational since November 2007. However, there is still
March 2008
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King’s Cross and St. Pancras Stations PERS AND CSA Audit
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construction taking place on the southern side of the St. Pancras Station building, as
well as the area in between the two stations.
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King’s Cross and St. Pancras Stations PERS AND CSA Audit
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4
PERS and CSA Audits
4.1 Introduction
To assess the pedestrian environment around King’s Cross/St. Pancras Station, TRL
have undertaken a PERS audit and Living Streets have undertaken a CSA.
The PERS audit was undertaken on two separate occasions. The areas surrounding
King’s Cross Station and Euston Road were audited on the 22nd and 23rd of May
2007 between the times of 09:00 and 17:00. The weather conditions were fair and
warm. St. Pancras Station and its surroundings were audited on the 9th, 18th and 22nd
of January 2008 to take into account the changes that have resulted from the major
upgrade of the station. The weather conditions for the latter audit ranged from dry
and sunny to cold rain. Efforts were also taken to ensure that any changes in the
pedestrian environment between these two audits were incorporated into the scores
and descriptions, for example the improvements made on signage along Euston
Road.
The Living Streets CSA was undertaken on 31st January at 12pm and 6pm, lasting
just over an hour each. Twenty members of the public attended the lunchtime CSA,
and twelve attended the evening audit. People with a range of experiences attended
including representatives from First Capital Connect, Friends of Capital Transport,
the Calley Rail Group, London Borough of Camden, King’s Cross Environment
Group, London TravelWatch, Local SNTs, RNIB and Camden Civic Society.
Community auditors were divided into small groups and each group went on a
circular route within the audit area using safe crossing points only.
This section aims to present the key findings from the audit of King’s Cross and St.
Pancras Stations, particularly focusing on those parts of the pedestrian environment
which scored negatively or were identified as a problem by the community and are in
need of improvement. The results are divided into the following components of the
pedestrian environment:
• Links
• Crossings (both formal and informal)
• Routes
• Public Transport Waiting Areas
• Public Spaces
• Interchange Spaces
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4.2 General
observations
Before providing a detailed account of the audit findings, the following key
observations were noted across the audit area in reference to the accessibility and
attractiveness of the pedestrian environment:
• The audit area encompasses the busy interchange between King’s Cross and
St. Pancras stations. The area is heavily used by those transferring between
the two stations, as well as by those changing between various transport
modes (e.g. buses, taxis and underground).
• Pedestrians exiting from the main entrance of King’s Cross Station
immediately encounter the highly-trafficked Euston Road, which they are
required to cross in order to reach nearby hospitals, offices, local shops and
services. Guard rails along the central reservation of this road significantly
limit pedestrians' opportunities to cross.
• The area around St. Pancras Station is currently undergoing extensive re-
development, incorporating residential premises, a hotel and provision for
Eurostar services.
• Some improvements to the pedestrian environment around St. Pancras
Station have been made. However, construction work continues to have an
impact on pedestrian movement and the quality of the environment.
• A number of informal crossing movements are observed, including some
across Euston Road and the roads running alongside the stations. Many
people also cross informally across Pancras Road at the junction with Euston
Road.
• Environmental quality of the local area diminishes along Euston Road and
Gray’s Inn Road towards the Hospital and Dental Clinic, mainly due to the
heavy traffic noise, pollution and vacant commercial property.
• The volumes and speeds of traffic have a dramatic effect on the pedestrian
experience. The combination of wide one-way streets and large amounts of
guard railing lead people to feel they are walking in and around an urban
motorway.
• Signage between the stations and to some nearby facilities is not clear,
partially due to the continued redevelopment of the area.
• There is a shortage of public spaces around the two stations, reducing the
potential for social interaction and recreational activities.
• A high level of police presence (including PCSOs) and station officials result
in good safety perceptions at waiting areas.
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King’s Cross and St. Pancras Stations PERS AND CSA Audit
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4.3 Links
This section describes the findings from an assessment of the pedestrian links in the
audit area. PERS reference codes are used in this reporting – a full list of all codes
can be found in Appendix C.
4.3.1 PERS overall scores
All PERS components were marked as ‘strategic’ because of the importance of the
pedestrian environment around the mainline station and generally high pedestrian
flows in this area. Analysis of the PERS RAG outputs results in the following scores:
RAG Rating
No. of links
RED
14 (45%)
AMBER
12 (39%)
GREEN
5 (16%)
14 links were attributed a red RAG rating with the following seven scoring below zero,
presented in the order of the worst total score:
•
L18 York Way (westside) from Railway St to opposite Caledonia St
•
L20 York Way (westside) from opposite Caledonia St to Euston Rd
•
L19 Caledonian Road (eastside) from Keystone Crescent northside to
Pentonville Rd
•
L31 Footway to the east of Pancras Road
•
L28 Midland Rd (eastside) from St. Pancras Rd to St. Pancras westside
entrance
•
L7 Pentonville Rd (southside) from King’s Cross Rd to King’s Cross Bridge
•
L8 Pentonville Rd (southside) from King’s Cross Bridge to Gray’s Inn Road
4.3.2 CSA priorities
The CSA gave 16 links a red RAG rating. Of these, 12 links were also given a red
RAG rating in the PERS audit:
•
L5 Pentonville Rd (northside) from York Way to Caledonian Rd
•
L7 Pentonville Rd (southside) from King’s Cross Rd to King’s Cross Bridge
•
L8 Pentonville Rd (southside) from King’s Cross Bridge to Gray’s Inn Road
•
L10 Euston Rd (southside) from Crestfield St to Argyle Rd
•
L11 Euston Rd (southside) from Argyle St to Judd St
•
L17 York Way (eastside) from Wharfdale Rd to Pentonville Rd
•
L18 York Way (westside) from Railway St to opposite Caledonia St
•
L19 Caledonian Road(eastside) from Keystone Crescent (northside) to
Pentonville Rd
•
L20 York Way (westside) from opposite Caledonia St to Euston Rd
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King’s Cross and St. Pancras Stations PERS AND CSA Audit
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•
L22 Pancras Road (westside) from St. Pancras central entrance to Goodsway
•
L23 Pancras Rd (eastside) from Euston Rd to Old Pancras Rd
•
L28 Midland Rd (eastside) from St. Pancras Rd to St. Pancras westside
entrance
The three links listed below were given an amber or green rating in the PERS audit:
•
L25 Goodsway tunnel (southside) from Pancras Rd to Midland Rd
•
L26 Goodsway tunnel (northside) from Pancras Rd to Midland Rd
•
L2 Euston Rd (northside) from Pancras Rd to St. Pancras entrance
Finally, the following link audited by the CSA was outside the PERS audit area and
was therefore not given a PERS score:
• Gray’s Inn Road from Birkenhead St to St Chad’s St
4.3.3 PERS/CSA joint findings
Figure 4.1 shows the RAG map resulting from the PERS audit and highlights the
main priority links resulting from the CSA.
CSA Priority
CSA Priority
CSA Priority
CSA Priority
CSA Priority
CSA Priority
Ordnance Survey © Crown copyright 2007. All rights reserved. Licence No. AL100021177
Figure 4.1: RAG map of PERS scores with main CSA priorities shown
The two audits were generally in accordance with each other’s findings, with links
along Pancras Road, Euston Road, York Way, Pentonville Road and Caledonian
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King’s Cross and St. Pancras Stations PERS AND CSA Audit
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Road being highlighted as in most need of attention. The links along the newly
created tunnel on Goodsway were also identified as a problem. The majority of these
links are situated alongside and directly in front of the two stations. The key links for
improvement around King’s Cross and St. Pancras Stations are described below.
•
L18/L20 York Way from Wharfdale Rd to Pentonville Rd (westside) – These
links run along the eastern wall of King’s Cross Station and are increasingly
being used because of the new commercial developments to the northeast of
the station. The width is only sufficient for one person, and is not suitable for
use by wheelchair users. The links face a one-way road, large sections of
which are used by buses as a depot, and by taxis/private vehicles dropping
off passengers. This results in large traffic noise, conflicting movements and
reduced sightlines. Long term works on King’s Cross Station further limit the
width of the footpath as shown in Plate 4.1 below.
Plate 4.1: Long term works affecting L18/L20 (left) with narrow footpath even under
normal conditions (right, picture taken in Summer 2007)
•
L19 Caledonian Road (eastside) from Keystone Crescent (northside) to
Pentonville Rd – This link is home to many restaurants and cafes, and is
especially busy at lunchtime. Whilst pavement width is acceptable, the bus
stops, shop furniture and goods create significant obstructions (see Plate 4.2)
and cause conflicting movements. The link faces the busy Caledonian Road
with its three lanes of traffic creating large amounts of pollution and noise.
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King’s Cross and St. Pancras Stations PERS AND CSA Audit
Final Report
Plate 4.2: Shop signs and other street clutter on L19
•
L5/L7/L8 Pentonville Rd (both sides) from King’s Cross Rd to Gray’s Inn
Road – These links are found on either side of the busy Pentonville Road,
with high volumes of speedy traffic causing large amounts of pollution and
noise, and subtracting from the perception of road safety. The width of the
footpath is inconsistent (as shown in Plate 4.3) and narrow at various
locations, despite the large peak flows observed. Railings and A boards
further limit the width at several locations. Some maps and signs in the area
are outdated, and still show the relocated King’s Cross Thameslink Station.
Surface quality is acceptable along L8, but poor reinstatements and uneven
surfaces are observed along most parts of L5 and L7.
Plate 4.3: Inconsistent width on Pentonville Road (L5 left, L8 right)
•
L22 Pancras Road (westside) from St. Pancras central entrance to Goodsway
– This link is found along the eastern wall of St. Pancras Station. Permeability
is poor due to the large traffic flows around the station entrance and shortage
of controlled crossing points. The environmental quality is reduced towards
Goodsway, where neglected private frontages and commercial property are
observed. Colour contrast is not used effectively to highlight the steel bollards
around the station entrance area, tactiles and building pillars (see Plate 4.4).
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King’s Cross and St. Pancras Stations PERS AND CSA Audit
Final Report
Plate 4.4: Steel bollards on L22
•
L23 Pancras Rd (eastside) from Euston Rd to Old Pancras Rd – The link is
used by pedestrians traversing between the two stations, who may opt for the
subway being constructed once it becomes operational. The link traverses an
area which is currently being redeveloped; hence the effects of construction
material and temporary works are strongly felt (see Plate 4.5). Permeability is
low due to the scarcity of formal crossings, parked vehicles and the large
level of taxi traffic. Surface quality decreases towards the south end, where
obstructions such as trees, parked bicycles and poorly aligned sign/lighting
posts also exist.
Plate 4.5: Temporary works and poor surface quality on L23
•
L28 Midland Rd (eastside) from Pancras Rd to St. Pancras westside entrance
– This link is found on the western side of the newly refurbished St. Pancras
Station and faces a taxi lane. The overhanging roof offers shelter from the
weather, although leaking is also observed. Users suffer from the very narrow
footpath and large pillars of the station building (see Plate 4.6). Although
width increases towards the station entrance, dropped kerbs are not provided
across the large vehicle entrance to the station. Kerbs are abnormally high,
and create a large barrier for wheelchair users. Furthermore, signs are
missing on the entire length of the link, making it difficult for pedestrians to
find King’s Cross Station and other nearby attractors.
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King’s Cross and St. Pancras Stations PERS AND CSA Audit
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Plate 4.6: Pillars of St. Pancras Station narrowing footpath on L28
•
L10/L11 Euston Rd (southside) from Crestfield St to Judd St – The two links
are situated directly south of St. Pancras Station, along the noisy and polluted
Euston Road. Permeability is poor, owing to the 6 lanes of heavy two-way
traffic and the central barriers. As shown in Plate 4.7 below, the underground
entrance limits width on L10, which is exacerbated by the presence of a sign
post. Crossfall and paving surface is poor along L11 (also shown in Plate
4.7), where a bus stop, kiosk and unnecessary street furniture (e.g. bollards
and dysfunctional lighting columns) create obstructions.
Plate 4.7: Underground entrance on L10 (left) and crossfall on L11 (right)
•
L25/L26 Goodsway tunnel (both sides) from Pancras Rd to Midland Rd – This
tunnel was perceived by Community Street auditors to be highly unattractive,
despite the new build and acceptable lighting. Width is adequate, except for
the area around the corners where wheelchair users may struggle to pass
through. As illustrated in Plate 4.8, permeability is poor due to the lack of
dropped kerbs, heavy traffic and a shortage of controlled crossings at either
end where strong desire lines exist.
March 2008
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King’s Cross and St. Pancras Stations PERS AND CSA Audit
Final Report
Plate 4.8: Lack of crossing points and narrow corners on L25 and L26
4.3.4 Link parameter assessment
In addition to an assessment of individual links, the audit process identified key
problems with specific parameters across the pedestrian environment. These are
described in Table 4.1.
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King’s Cross and St. Pancras Stations PERS AND CSA Audit
Final Report
Table 4.1: PERS and CSA assessment of links
Parameter PERS
CSA
Obstructions
• Pillars of the station building • There are lots of
(Clutter)
act as obstructions on the
opportunities to reduce
links surrounding St.
clutter - many redundant
Pancras Station, particularly
poles along Euston Road
for wheelchair users.
that are relics of the
Similarly, bollards and
development work. They
pedestrian fencing limit the
should be removed. Also
approaches to crossing
opportunities to remove
points around the two
bollards outside King’s
stations.
Cross (at IS1).
• On those links with shops
and cafes (e.g. Caledonian
Road), shop signs, café
tables and shop
merchandise encroach on
the footpath.
• Street furniture (including
sign posts, utility boxes and
lighting columns) are often
poorly aligned, limiting the
effective width of the
footpath.
Permeability
• Permeability is poor along
• Euston Road is an obvious
(Volume and
the heavily trafficked roads
and major barrier. Many
speed of
surrounding the two
auditors felt intimidated by
traffic)
stations, due to the
the volume of motor traffic
shortage of controlled
and the associated noise,
crossings, lack of dropped
fumes and perceived
kerbs and abundance of
danger that it poses. Given
parked vehicles.
the opportunity, some traffic
• Euston Road and
passes close by at
Pentonville Road are
inappropriate speeds, for
especially impermeable due
example near the junction
to high traffic flows
of York Way with Euston
(particularly buses) and
Road, and auditors felt that
barriers on the central
introducing a lower speed
refuge.
limit of 20mph would be
• Permeability is particularly
safer and more welcoming
poor at the new tunnel on
to pedestrians and may
Goodsway, mainly due to
even help the flow of motor
the lack of formal crossing
traffic through the area.
provision at either end.
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King’s Cross and St. Pancras Stations PERS AND CSA Audit
Final Report
Colour
• Colour contrast is not
contrast
effectively being used to
highlight major obstructions
such as subway entrances
and building pillars.
Legibility
• Signs to guide pedestrians
• The lack of quality
(wayfinding)
to the two stations are
wayfinding information for
missing at various locations,
pedestrians was apparent
including streets in close
with at least 5 different
proximity to the station (e.g.
styles noted, some pointing
Midland Road and York
the wrong way, some
Way).
broken and most not
• Although the high-profile
containing any information
façade of St. Pancras
about distance or time to
Station is easily identifiable,
the destination.
its main entrance is less
• Auditors could not
easier to find, especially
understand why some
from the west.
destinations are signed and
• The construction work
others, like The Royal
taking place around the two
National Throat, Nose and
stations reduces the
Ear Hospital, aren't.
legibility of signs and maps.
• Provision is lacking in
King’s Cross Station and its
volume and consistency.
entrances are particularly
• Islington's wayfinding
difficult to find.
signage was welcomed but
one needs to know that its
there to find it. Auditors
wanted a co-ordinated
system regardless of who is
the managing authority with
a level of information that
started inside the station.
• Auditors commented that
they are often being
stopped to be asked for
destinations - often to the
Travelodge on Gray’s Inn
Road. Lack of signs at
King’s Cross about which
entrance to use for East
Midlands or Thameslink
(First Capital Connect)
causes confusion.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
4.3.5 Summary: Priority links
Location PERS
PERS RAG
CSA Rating
Overall
ref
rating
York Way from
L18
RED
RED
Wharfdale Rd to
L20
RED
RED
*****
Pentonville Rd
(westside)
Caledonian
L19
RED
RED
Road(eastside) from
Keystone Crescent
*****
(northside) to
Pentonville Rd
Pentonville Rd (both
L5
RED
RED
sides) from King’s
L7
RED
RED
*****
Cross Rd to Gray’s Inn
L8
RED
RED
Road
Pancras Road
L22
RED
RED
(westside) from St.
*****
Pancras central
entrance to Goodsway
Pancras Rd (eastside)
L23
RED
RED
from Euston Rd to Old
*****
Pancras Rd
Midland Rd (eastside)
L28
RED
RED
from Pancras Rd to St.
****
Pancras westside
entrance
Euston Rd (southside)
L10
RED
RED
from Crestfield St to
L11
RED
RED
****
Judd St
Goodsway tunnel (both
L25
AMBER
RED
sides) from Pancras
L26
AMBER
RED
****
Rd to Midland Rd
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
4.4 Crossings
This section describes the findings from an assessment of the pedestrian crossings
in the audit area. PERS reference codes are used in this reporting – a full list of all
codes can be found in Appendix C.
4.4.1 PERS overall scores
All PERS components were marked as ‘strategic’ due to the importance of the
pedestrian environment around the mainline station and generally high pedestrian
flows in this area. As a result, analysis of the PERS RAG outputs shows that:
RAG Rating
No. of crossings
RED
23 (44%)
AMBER
18 (35%)
GREEN
10 (19%)
24 crossings were attributed a red RAG rating with 11 achieving a score below -10.
These are listed below in order of the worst total score:
•
C45 Informal across Pancras Rd northeast of Midland Rd
•
C43 Informal across Goodsway at junction with Pancras Rd (westside)
•
C19 Informal across Pentonville Rd near King’s Cross Bridge
•
C48 Across vehicle entrance to St. Pancras Station off Midland Rd (eastside)
•
C30 Informal across York Way south of Caledonia St
•
C34 Informal across Pancras Rd from St. Pancras Station exit towards taxi stand
•
C46 Informal across Midland Rd southside of Pancras Rd
•
C3 Across Euston Rd at junction with Midland Rd (westside)
•
C39 Across Euro Despatch Centre access at junction with Pancras Rd (westside)
•
C40 Across car park access at junction with Pancras Rd (westside)
•
C18 Across King’s Cross Bridge at junction with Pentoville Rd (southside)
4.4.2 CSA priority crossings
In total, the CSA gave 29 crossings a red RAG rating. Of those, 23 crossings were
also given a red RAG rating in the PERS audit:
•
C1 Across Ossulston St at junction with Euston Rd (northside)
•
C2 Across Euston Rd at junction with Ossulston St (eastside)
•
C3 Across Euston Rd at junction with Midland Rd (westside)
•
C4 Across Euston Rd at junction with Midland Rd (eastside)
•
C5 Across Midland Rd at junction with Euston Rd (northside)
•
C9 Across York Way eastern stage at junction with Pentonville Rd (northside)
•
C11 Across Euston Rd between refuges at York Way
•
C13 Across Gray's Inn Rd at junction with Pentonville Rd (southside)
•
C14 Across Pentonville Rd at York Way to corner of Gray's Inn Rd
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
•
C15 Across Pentonville Rd at Caledonian Rd (westside)
•
C18 Across King’s Cross Bridge at junction with Pentoville Rd (southside)
•
C19 Informal across Pentonville Rd near King’s Cross Bridge
•
C24 Across Judd St at junction with Euston Rd (southside)
•
C30 Informal across York Way south of Caledonia St
•
C33 Across Omega Place at junction with Caledonian Rd (eastside)
•
C34 Informal across Pancras Rd from St. Pancras Station exit towards taxi stand
•
C39 Across Euro Despatch Centre access at junction with Pancras Rd (westside)
•
C40 Across car park access at junction with Pancras Rd (westside)
•
C43 Informal across Goodsway at junction with Pancras Rd (westside)
•
C45 Informal across Pancras Rd northeast of Midland Rd
•
C46 Informal across Midland Rd southside of Pancras Rd
•
C48 Across vehicle entrance to St. Pancras Station off Midland Rd (eastside)
•
C52 Across York Way at junction with Wharfdale Road (The CSA
incorporated the route towards Goodsway and across)
Three crossings (listed below) were given an amber or green rating in the PERS
audit:
•
C8 Across Pancras Rd at junction with Euston Rd (northside)
•
C10 Across York Way western stage at junction with Euston Rd (northside)
•
C6 Across access to construction site on Euston Rd east of Midland Rd
Finally, the following crossings, which were not audited in PERS, were given a red
score in the CSA:
• Across Euston Road just to the east of Mabledon Place
• Crossing York Way at Railway Street
• Junction of York Way and Goodsway
4.4.3 PERS/CSA joint findings
Figure 4.2 shows the RAG map resulting from the PERS audit and highlights the
main priority crossings resulting from the CSA.
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
CSA Priority
(York Way junction with
Goodsway)
CSA Priority
CSA Priority
Ordnance Survey © Crown copyright 2007. All rights reserved. Licence No. AL100021177
Figure 4.2: RAG map of PERS scores with main CSA priorities shown
It can be seen from the map that the poorest scoring crossings are clustered around
several points. Those along Euston Road, Pentonville Road and Caledonian Road
are shown to score poorly. Crossings around the northern half of the extended St.
Pancras Station are also found to be problematic. Several informal crossings are
observed outside the entrances of the two main stations.
There are several crossings in particular which stand out in both the PERS and CSA
processes as being inadequate:
•
C43/C45/C46 Informal crossings at both ends of Goodsway tunnel – Both
the PERS audit and CSA identified the lack of formal crossings on both ends
of the newly-built tunnel to the north of St. Pancras Station (as shown in
Plate 4.9). The presence of guardrails, heavy traffic (with a high proportion
of taxis), and undropped kerbs make informal crossings very difficult and
hazardous, particularly for mobility impaired users.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
Plate 4.9: Lack of formal crossing provision at Goodsway tunnel
•
C30 Informal across York Way south of Caledonia St – This informal crossing
is formed as a result of the lack of formal crossings between the station to
the new developments on the east side of York Way (see Plate 4.10).
Crossing is made difficult by the large number of taxis, buses, cars and
lorries present around King’s Cross Station. High traffic speeds and lane
changing movements reduce the space ownership of pedestrians. Buses
parked on the west side of York Way, as well as cars parked on the east side
reduce sightlines.
Plate 4.10: Informal crossing across York Way (C30)
•
C34 Informal across Pancras Rd from St. Pancras Station exit towards taxi
stand – An informal crossing is formed outside the main exit of St. Pancras
Station towards the taxi ranks on the opposite side and beyond (see Plate
4.11 below). The crossing is expected to increase its user levels once
entrances to King’s Cross Station from the west are expanded. Despite the
strategic location of this crossing between the two stations, pedestrians are
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
confronted with heavy and speedy traffic along Pancras Road. Dropped
kerbs are provided on both sides of the crossing but are not aligned.
Plate 4.11: Informal crossing (C34) outside St. Pancras Station main exit
•
C18 Across King’s Cross Bridge at junction with Pentonville Rd (southside) –
Despite this being a controlled crossing, the lack of request boxes, short
pedestrian green phase and excessive waiting time lead to many users
crossing on red. As exemplified by Plate 4.12, such users are placed under
danger by the heavy traffic, most notably buses turning left onto King’s Cross
Bridge. Safety for sensory impaired users is severely limited by the lack of
rotating cones and audible information.
Plate 4.12: Lack of controls at crossing C18 across King’s Cross Bridge
placing pedestrians in danger of turning traffic
•
C19 Informal across Pentonville Rd near King’s Cross Bridge – Despite the
presence of pedestrian fencing and a warning sign reading “Pedestrians do
not cross here”, numerous informal crossings are performed at this location
(as shown in Plate 4.13). The strong desire line across Pentonville Road
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
remains unserved. The alternative of navigating across the remaining three
arms of this junction is unattractive to the majority of users. The central
refuge is not suitable as a waiting area, and users are placed under great
hazard from the heavy traffic.
Plate 4.13: Dangerous informal crossing C19 across Pentonville Road
•
C2/C3/C4/C7 Crossings across Euston Rd – The major crossing points
across the heavily trafficked Euston Road (as pictured in Plate 4.14 below)
are a major source of concern. On C3, the pedestrian aspect is missing. C4
suffers from inadequate refuge capacity, leaving pedestrians exposed to the
speedy traffic. Delay is a major concern at all crossing points, due to the long
wait times (often reaching 60 seconds) and the lack of synchronisation of the
multiple stages. Cyclists often encroach on the crossing space due to the
lack of advanced stop lines.
Plate 4.14: Inadequate crossing provision across Euston Road (C3 left, and C4 right)
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
•
C39/C40/C48/C6 Across vehicle access roads to St. Pancras Station
Building – There are several vehicle access points into St. Pancras Station
(as shown in Plate 4.15 below), including the car park entrance (C40) and
delivery gates (C40/C48). These often come without dropped kerbs; instead
the height of the kerbs is found to be excessive. Combined with the
presence of bollards on the approach path, access by wheelchair users is
made very difficult. C6 currently performs well due to the lack of traffic, but
when the hotel inside the St. Pancras Station building opens a constant flow
of taxis and other vehicles is expected across the footway.
Plate 4.15: Lack of dropped kerbs and presence of obstacles across vehicle access
roads to St. Pancras Station (C39 top left, C40 top right, C48 lower left, C6 lower right)
•
C5 Across Midland Rd at junction with Euston Rd (northside) – This is a two
stage crossing (pictured in Plate 4.16) whose capacity is limited by the
narrow eastern waiting area as well as the central refuge. Midland Road is a
one-way street, which increases the space ownership of pedestrians.
However, the lack of an advanced stop line allows cyclists to encroach on the
crossing space.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
Plate 4.16: Crossing across Midland Road (C5)
•
C8 Across Pancras Rd at junction with Euston Rd (northside) – This crossing
is strategically located between the entrances to both stations; hence it is
used heavily by many travellers transferring between the two. Deviations are
caused by the pedestrian fencing on both approaches and on the central
refuge, together with the poor alignment of the crossing area. Many
pedestrians therefore prefer to cross on the desire line at the mouth of the
junction (as shown in Plate 4.17 below). Large delays are created by the lack
of synchronisation of the two stages, excessive waiting time and short green
phase (approximately 6 seconds) for pedestrians.
Plate 4.17: Desire line not being met at crossing across Pancras Road
at junction with Euston Road (C8)
•
C9/C10 Across York Way at junction with Pentonville Rd/Euston Rd
(northside) – The capacity of this crossing is limited by its insufficient width
and the narrowness of the central refuge (see Plate 4.18), creating an
overflow of pedestrians into the road at peak hours. Space ownership is
severely reduced by the heavy and speedy traffic, which also queues up over
the crossing space when roads are congested. Road markings, including
pedestrian delineation, are faded and the crossing space is no longer clear.
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
Plate 4.18: Insufficient crossing capacity across York Way (C9/C10)
•
C52 Across York Way at junction with Wharfdale Road – This is a complex
set of crossings with three arms branching out of a central refuge, found
outside the northern entrance to King’s Cross Station on the west side of York
Way. Deviations are created by the use of the shared refuge for all directions,
aggravated by the poor alignment of the arms (see Plate 4.19 below).
Pedestrians wishing to travel across York Way must perform a Z-shaped
movement, adding to delay. The new developments to the north of Wharfdale
Road (e.g. The Guardian office) may create further demand for this crossing
in the future.
The northern entrance to King’s Cross is widely used by local people.
Community street auditors were extremely concerned this could be closed off
to pedestrians during redevelopment of the station; they observed it was
regularly used by people on foot which implied need for entrance at this point.
Local people felt it was vital to retain this northern access to the station. If
closed, alternative access would be via Goods Way or York Way which were
felt to be dangerous, especially at night.
Plate 4.19: Poor alignment of crossing arms at C52
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
4.4.4 Crossing parameter assessment
In addition to an assessment of individual crossings, the audit process identified key
problems with specific parameters across the pedestrian environment. These are
described in the table below.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
Table 4.2: PERS and CSA assessment of crossings
Parameter PERS
CSA
Crossing
• A large number of informal
• Crossing roads in the area
Provision
crossings are identified
was one of the aspects
within the audit area, mostly
most mentioned in the
in close proximity to the
community audits. The
stations entrances,
dominance of provision for
indicating the lack of
motor vehicles over
crossing provision for users
pedestrians and cyclists led
wishing to access the
to:
station.
• Several crossings lack
• Crossings had
pedestrian aspects and
insufficient capacity for
controls, despite the heavy
the numbers who
and speedy traffic observed
needed to cross (e.g.
at these locations.
C9/C10).
• Crossings that were
complex for pedestrians
owing to the need to
maximise vehicle flows
(e.g. C7 & C52).
• Crossings that did not
follow the pedestrian
desire line (e.g. C8)
• Underprovision of
crossing points and the
use of informal crossing
points (e.g. C30 and
C34)
Performance
• The performance of
• The performance of formal
crossings in the audit area
crossings was particularly
suffers from the heavy
reduced by cars, taxis and
traffic flows along the major
buses parking over the
roads around the station,
pedestrian crossing point
with a high ratio of taxis and
during the green man
buses.
phase.
• Parked vehicles (including
• As with the Charing Cross
double-decker buses),
audit, auditors were keen to
pillars of buildings and
create Yellow Boxes for
construction material
pedestrian crossings.
reduce sightlines at several
locations, reducing the
performance and safety of
crossings.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
Dropped
• Dropped kerbs are missing
Kerbs
at key locations, including
the vehicle access points
into St. Pancras Station.
Kerbs are often higher than
average, reducing the
accessibility of mobility
impaired users.
• The numerous informal
crossings found in the area
are, by their nature, lacking
in dropped kerbs.
Legibility for
• Provision for sensory
• Those who were blind and
Sensory
impaired users (e.g. rotating
partially sighted had
Impaired
cones, proper tactile
particular problems with
People
information and audio
Euston Rd. They felt that
information) is lacking at key
there was a lack of audible
locations, including the
or tactile feedback on traffic
crossings across Euston
crossings.
Road and King’s Cross
• Ideally they felt that all
Bridge.
crossings would be fitted
with an audible bleeper, but
they were aware that when
two crossings are close
together this could be
dangerous, and in these
situations a rotating cone
underneath the control box
would be a huge
improvement.
• At present they felt there
was very little provision for
visually impaired people on
Euston Road crossings.
They were certain that
adding these features
would help blind people in
the King’s Cross area to get
around without consistently
having to put their trust in
strangers to help them
cross these busy roads.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
One Way
• The usage of one-way
Systems
systems may be of
advantage to motor
vehicles but it has a
profoundly corrosive effect
on the public realm in the
area. Crossings are made
far wider and more
complicated to negotiate
and up to 4 lanes of traffic
can be approaching
junctions at certain time.
The south end of
Caledonian Road which is
undergoing a significant
renaissance at the moment
is severed by a wall of
traffic heading south at
speed or stopped at the
traffic light at Pentonville
Road.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
4.4.5 Summary: Priority crossings
Location PERS
PERS
CSA
Overall
ref
RAG
Rating
rating
Informal crossings at both ends
C43
RED
RED
of Goodsway tunnel
C45
RED
RED
*****
C46
RED
RED
Informal across York Way
C30
RED RED *****
south of Caledonia St
Informal across Pancras Rd
C34
RED
RED
from St. Pancras Station exit
*****
towards taxi stand
Across King’s Cross Bridge at
C18
RED RED
junction with Pentonville Rd
*****
(southside)
Informal across Pentonville Rd
C19
RED
RED
*****
near King’s Cross Bridge
Crossings across Euston Rd
C2
RED
RED
C3
RED
RED
*****
C4
RED
RED
C7
AMBER
AMBER
Across vehicle access roads to
C39
RED
RED
St. Pancras Station Building
C40
RED
RED
****
C48
RED
RED
C6
GREEN
RED
Across Midland Rd at junction
C5
RED
RED
****
with Euston Rd (northside)
Across Pancras Rd at junction
C8
AMBER
RED
****
with Euston Rd (northside)
Across York Way at junction
C9
RED
RED
with Pentonville Rd/Euston Rd
C10
AMBER
RED
****
(northside)
Across York Way at junction
C52
RED RED ****
with Wharfdale Road
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
4.5 Routes
This section describes the findings from the PERS and CSA assessment of the
routes in the audit area. PERS reference codes are used in this reporting – a full list
of all codes can be found in Appendix C.
4.5.1 PERS overall scores
All PERS components were marked as ‘strategic’ because of the importance of the
pedestrian environment around the mainline station and generally high pedestrian
flows in this area. Analysis of the PERS RAG outputs results in the following scores:
RAG Rating
No. of routes
RED
3 (75%)
AMBER
1 (25%)
GREEN
0 (0%)
Two routes were attributed negative scores (below 25) with a red RAG rating. These
are:
•
R4 From St. Pancras Station along Gray’s Inn Road to the Royal National
Throat, Nose and Ear Hospital
•
R3 From St. Pancras Station along Gray’s Inn Road to Eastman Dental
Hospital
One other route received a red RAG rating, although with a low positive score (+4):
•
R1 From St. Pancras Station along Euston Road to the former King’s Cross
Thameslink Station
The final route received a high positive score (+40) with an amber RAG rating:
•
R2 From St. Pancras Station (western entrance) along Midland Road to the
British Library
Furthermore, a route between Euston Station and Kings’ Cross/St. Pancras was
audited as part of a PERS/CSA audit of Euston Station in Autumn 2007, the results
of which are presented in the Euston Station Final Report (TRL Ref: UPR/T/156/07).
4.5.2 CSA priority routes
The CSA provided insight into several of the routes audited in PERS. Concern was
raised with regards to the following routes:
•
R1 From King’s Cross and St. Pancras Stations along Euston Road to the
former King’s Cross Thameslink station
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
•
R3 From St. Pancras Station along Gray’s Inn Road to Eastman Dental
Hospital
Note: the CSA audit did not explicitly assess R4 from St. Pancras Station to the
Royal National Throat, Nose and Ear Hospital. However, many of the audit findings
from R3 are also applicable to R4 since they follow the same footways for much of
the way.
4.5.3 PERS / CSA Joint Findings
Figure 4.3 shows the RAG map resulting from the PERS audit. The three worst-
scoring routes commence at the front entrance of St. Pancras Station and branch out
towards other nearby points of interest. The remaining route leads visitors from the
new western entrance of St. Pancras Station south towards the British Library.
© Crown copyright. All rights reserved. Licence No. AL100021177
Figure 4.3: RAG map of PERS scores for Routes
Below is a brief description of each of the routes identified, focussing on the worst
scoring parameters. All routes, regardless of their overall scores, are presented
below for the benefit of the reader.
R3 follows an identical pathway to R4 and then extends for a short distance further
along Gray’s Inn Road. R3 and R4 will be discussed together since the main issues
raised are applicable to both routes.
•
R4/
R3 From St. Pancras Station along Gray’s Inn Road to the Royal National
Throat, Nose and Ear (TNE) Hospital and the Eastman Dental Hospital –
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
These routes scored very poorly for the majority of parameters, which aside
from directness all received negative scores. Permeability is very low along
Euston Road due to the presence of pedestrian barriers and very high traffic
flows. Gray’s Inn Road also experiences moderate traffic flows along a fairly
wide carriageway. Informal crossings occur along the route due to the
shortage of crossing points. In particular, there is no formal crossing point
opposite or in the nearby vicinity of the Royal National TNE Hospital entrance
(see Plate 4.22). Crossing is made dangerous by poor sightlines along
Gray’s Inn Road due to parked cars, numerous buses, footway obstructions
and the curvature of the carriageway (as shown in Plate 4.20 below).
Plate 4.20: Curvature and parked vehicles reducing sightlines on Gray’s Inn Road
Road safety is of concern along Euston Road where traffic is heavy and fast-
flowing and there are also high pedestrian flows. The crossing points opposite
St. Pancras and King’s Cross station entrances force pedestrians to
significantly deviate from their desire line via sheep pens and therefore
encourage highly dangerous informal crossings. Street furniture and bus
stops create pinch points causing user conflict, especially during peak hours.
Environmental quality is low due to noise and air pollution from Euston Road.
The private frontages of low quality shops and fast food outlets are poorly
maintained, and some are vacant (see Plate 4.21). There is evidence of anti-
social behaviour and the lack of footway focussed lighting is likely to make
this area intimidating at night. Surface quality is also a problem due to
undulating and cracked pavements, especially around street trees. Tactile
paving is also incorrectly coloured at some crossing points. There are no
specific rest points other then at a bus stop near the Dental Hospital, raising
concern for mobility impaired users or those with heavy luggage.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
Plate 4.21: Closed shops and heavy traffic leading to
poor environmental quality along R3/R4
Finally, legibility scored very poorly as there is no signage to either
destination and the only means of identifying the route is from the map inside
St. Pancras Station.
Plate 4.22: Crossing outside the Eastman Dental Hospital (left) and
lack of crossing in front of the Royal National TNE Hospital (right)
•
R2 From St. Pancras Station (western entrance) along Midland Road to the
British Library – This route scored well in both audits due to its directness,
improved legibility (see Plate 4.23) and relatively high road safety. Wide
footways and formal crossing provision outside the St. Pancras Station
western exit allow good access to the library. However, the CSA audit
highlighted the threat to pedestrians caused by the relatively high traffic
speeds along Midland Road. This results from the lack of vehicle speed
controls and the wide, straight, one-way format of Midland Road. The
absence of soft landscaping to the frontages opposite the station and the
lack of activity at the public space in front of the library creates a slightly
isolated environment for pedestrians, although CCTV is present to increase
personal security (as pictured in Plate 4.23). As with many routes and links in
the area, there are many examples along Midland Rd and Euston Rd of
redundant street furniture in the form of poles (related to the Eurostar
terminal construction) that now simply need to be removed.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
Plate 4.23: Good signage and CCTV coverage outside the British Library
•
R1 From King’s Cross and St. Pancras Stations along Euston Road to the
former King’s Cross Thameslink station (see Plate 4.24 below) – This route
scored poorly in both the PERS and CSA audits due to issues with
permeability, road safety and a lack of rest points. High volumes of
aggressive traffic are evident along Euston Road, and the presence of narrow
footways create pedestrian congestion at crossing points. King’s Cross
Thameslink station was recently relocated in December 2007 and therefore
this route is now of limited significance.
Plate 4.24: Outside King’s Cross Thameslink Station
(photograph from June 2007, Thameslink services relocated since December 2007)
4.5.4 Routes parameter assessment
In addition to an assessment of individual routes, the audit process identified key
problems with specific parameters across the pedestrian environment. These are
described in the table below.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
Table 4.3: PERS and CSA assessment of routes
Parameter PERS
CSA
Rest points
• There is a lack of formal
• Those on the audit noted
rest points along all routes.
the lack of seating
Bus stop shelters and low
throughout the whole area.
walls provide limited
They felt that its absence
opportunities for seating.
(except at bus stops)
Protection from the
underscored the fact that
weather is absent, except
this was an area to be
for building entrances and
moved through and was
the overhanging roof of St.
not somewhere they
Pancras Station. This is of
should remain for long.
large concern when taking
into account the high
proportion of pedestrians
with large pieces of
luggage in this area.
Permeability
• The majority of routes
• The combination of
involve the crossing of
crossings that are
major roads including York
insufficiently wide to
Road, Euston Road and
accommodate the numbers
Gray’s Inn Road. Crossing
that wish to cross, short
provision across these
green man phases, long
roads are often insufficient,
phases for vehicles and
and users face risk of
the enormous amounts of
collisions with vehicles.
guard railing made
• There is no viable crossing
crossing the roads on each
point outside the Royal
of these routes protracted
National TNE hospital.
and uncomfortable.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit Final Report
Legibility
• Signs to the Royal National • Auditors struggled to
TNE hospital and Eastman
understand the different
Dental Hospital are limited
stations housed in St.
to a map at the station.
Pancras. They were
• Sightlines are often
confused about the new
reduced as a result of
location of the trains they
street clutter, parked
knew as Thameslink.
vehicles and bends in the
• They were confused as to
road (especially along
the entrances and
Gray’s Inn Road).
locations of the different
parts of St. Pancras. They
were particularly unclear
as to where the First
Capital Connect trains
were based and the fact
that the entrance to the
Underground (not
Eurostar) was at the front
of the station.
Personal
• Personal security is
• Owing to the sheer
Security
compromised by the
numbers of people that
vacant shops along Gray’s
were around throughout
Inn Road and evidence of
the daytime and evening
anti-social behaviour such
audits, auditors said that
as graffiti.
felt largely safe in the parts
• Lighting is insufficient at
of the area covered by the
most locations, where the
community audits.
lamps focus on the
carriageway and not the
footpath.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
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4.5.5 Summary: Priority routes
Location
PERS ref
PERS RAG
CSA Rating
Overall
Rating
From St. Pancras
R3
RED
RED
****
Station along Gray’s
Inn Road to Eastman
Dental Hospital
From St. Pancras
R4
RED
N/A
****
Station along Gray’s
Inn Road to the Royal
National Throat, Nose
and Ear Hospital
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
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4.6 Waiting Areas and Spaces
This section describes the findings from an assessment of the public transport
waiting areas, interchange spaces and public spaces in the audit area. PERS
reference codes are used in this reporting – a full list of all codes can be found in
Appendix C. All PERS components were marked as ‘strategic’ due to the importance
of the pedestrian environment around the mainline station and generally high
pedestrian flows in this area.
4.6.1 PERS overall scores
RAG Rating
No. of waiting
No. of
No. of public
areas
interchange
spaces
spaces
RED
4 (36%)
3 (60%)
0 (0%)
AMBER
3 (27%)
2 (40%)
0 (0%)
GREEN
4 (36%)
0 (0%)
1 (100%)
Four
Public Transport Waiting Areas were attributed a red RAG score. These low
scoring Public Transport Waiting Areas obtained total scores of -20, -14, 13 and 15
respectively and are listed below:
•
PT8 Bus Stop eastern side of Caledonian Road south of Caledonia Street
•
PT5 Bus Stop X outside former King’s Cross Thameslink Station
•
PT2 Bus Stop M northern side of Euston Rd outside King’s Cross tube entrance
•
PT7 Bus Stop G western side on York Way alongside King’s Cross Station
There are five
Interchange Spaces in the audit. Three were attributed a red RAG
score, with total scores of 10, 35 and 37, and are listed below:
•
IS3 Between former King’s Cross Thameslink & Bus Stop
•
IS5 Between St. Pancras Station & King’s Cross Station side entrances
•
IS1 Between St. Pancras Station, Underground and Bus Stops A&M on
Euston Rd
The following
Public Space received a positive score but obtained an amber RAG
score of 76:
•
PS1 British Library Plaza
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
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4.6.2 CSA priority waiting areas and spaces
Eight public transport waiting areas were identified by the CSA, of which five were
given red RAG scores. These were all given either a red or amber score in the PERS
audit.
•
PT2 Bus Stop M northern side of Euston Rd outside King’s Cross tube
entrance
•
PT5 Bus Stop X outside King’s Cross Thameslink Station
•
PT6 Bus Stop A outside Camden Town Hall southside of Euston Rd
•
PT7 Bus Stop G westside on York Way alongside King’s Cross Station
•
PT8 Bus Stop eastside on Caledonian Rd south of Caledonia St
Further to this the remaining two waiting areas audited in the CSA were given amber
RAG ratings (PT3 and PT4). Within the PERS audit PT3 was given an amber rating
and PT4 was given a green score.
•
PT3 Bus Stop D outside King’s Cross Station - south stand
•
PT4 Bus Stop E outside King’s Cross Station - north stand
Of the 5 PERS audited Interchange Spaces, three of the spaces were given Red
RAG ratings in CSA audit. With the remainder Interchange space now no longer
relevant as King Cross Thameslink has been closed (IS3). These are:
•
IS3 Between former King’s Cross Thameslink & Bus Stop
•
IS5 Between St. Pancras Station & King’s Cross Station side entrances
•
IS1 Between St. Pancras Station, Underground and Bus Stops A&M on
Euston Rd
The single public space identified was given an amber RAG rating in the CSA. In the
PERS audit, PS1 was given a green RAG rating:
•
PS1 British Library Plaza
4.6.3 PERS/CSA joint findings
Figure 4.4 shows the RAG map resulting from the PERS audit and highlights the
main priority waiting areas and spaces resulting from the CSA.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
CSA Priority
CSA Priority
Ordnance Survey © Crown copyright 2007. All rights reserved. Licence No. AL100021177.
Figure 4.4: RAG map of PERS scores with main CSA priorities shown
Public Transport Waiting Areas
•
PT7 Bus stop G on the western side of York Way along side King’s Cross
Station – This waiting area is located a significant distance away from any
formal crossing which encourages informal movements across York Way.
The narrowness of the footway, which is noted as being less than 3.5 meters
wide, causes conflict between the large numbers of waiting passengers and
those passing by (see Plate 4.25). Pedestrians are even more vulnerable as
traffic moves at very high speeds along York Way. High noise levels detract
from the overall quality of the environment.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
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Plate 4.25 Narrow footway width causes conflict between
waiting pedestrians and passing flows at PT7
•
PT8 Bus stop on the eastern side of Caledonian Road south of Caledonia
Street – This waiting area has reduced safety perception levels with places
for concealment and poor quality frontages (as shown in Plate 4.26 below).
Poor perceptions are further exacerbated by reduced lighting (only one lamp
column is visible in close proximity) and there is limited scope for reporting
incidents at night. The presence of a number of bus stops causes congestion
and means there is little space for those waiting for buses and those using the
footway. Formal crossings across Caledonian Road are not located close by,
which can encourage informal crossings.
Plate 4.26 Poor quality frontages reduce safety perceptions at PT8
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
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•
PT5 Bus stop outside King’s Cross Thameslink Station – This waiting area
has unsuitable kerbs which are not raised sufficiently to aid mobility impaired
or pushchair users when boarding or disembarking buses. The bus stop has
an inadequate waiting area capacity mainly because the stop is located on a
link with very high flows. This causes conflicts between waiting pedestrians
and those passing by. Also of concern are the barriers (shown in Plate 4.27)
which force pedestrians to deviate to formal crossings which are not on the
pedestrian desire line to the bus stop. The barrier is intended to protect
pedestrians from passing traffic, but results in pedestrians climbing over the
barrier. The surrounding link is heavily vandalised, with places for
concealment and rough sleepers all of which reduce the negative perceptions
of safety.
Plate 4.27 Narrow waiting area capacity at PT5 with barriers causing deviations
•
PT2 Bus stop M on the northern side of Euston Road outside King’s Cross
tube entrance – As shown in Plate 4.28, this waiting area lacks provision with
regards to waiting area comfort, because of the lack of both shelter and
seating which leaves pedestrians exposed to adverse weather conditions and
mobility impaired or elderly pedestrians without viable rest points. This is
partly due to the narrow footway width which would not be able to
accommodate a shelter. There is a lack of security measures around PT2.
The stop is wholly reliant upon informal surveillance from passing pedestrians
which could leave waiting pedestrians in an isolated and vulnerable position
when flows are lower at night. There are no additional measures in place at
this stop to assist pedestrians when boarding and disembarking buses. Also,
the access and egress points are obstructed by a pedestrian barrier.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
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Plate 4.28 A lack of shelter and seating at PT2 and obstructions to
access and egress points
•
PT6 Bus Stop A outside Camden Town Hall southern side of Euston Road –
The CSA has highlighted this stop as being of concern because the non-
transparent side panel of the bus stop causes a significant pinch point and
reduces sightlines (see Plate 4.29).
Plate 4.29 Bus shelter causes a pinch point at PT6
which can create user conflict during peak hours
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
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Interchange Spaces
•
IS5 Between St. Pancras and King’s Cross Station side entrances – At
present the area to the east of this interchange is undergoing large scale
construction which involves building a subway linking both King’s Cross and
St. Pancras Stations, which once built should improve the score for this
interchange. The shared space appears to work successfully, helping the
ease of movement between the modes. However, the main desire line when
crossing Pancras Road is blocked by waiting taxis and can restrict
movements. St. Pancras Station is easy to identify (see Plate 4.30) when
emerging from King’s Cross, as the signage on the front of the station as well
as finger post are well located and visually apparent. However when
emerging from St. Pancras it is not obviously apparent where King’s Cross
station is. This is due to a shortage of sign posts, as well as the lack of
branding or large signage on the side entrance to King’s Cross. There is a
possibility that this will be improved once the construction work is completed.
Plate 4.30 Visible signage at IS5 easily identifies where St. Pancras station is
when exiting King’s Cross Station
•
IS1 Interchange space between St. Pancras Station, Underground and Bus
Stops A&M on Euston Rd – This space is used by rail or tube users
continuing their journey on local buses or vice versa. The bus stops are a
very short distance away from the tube station and pedestrians have the
option of crossing Euston Road to get to PT6 by either a subway or an over
ground crossing. There is clear information for pedestrians in the form of a
map at the Underground exit to indicate to pedestrians where the bus stops
are but there is very little information at the bus stops themselves. The
effective widths of both footways on the Euston Road at this interchange are
narrow, which results in both congestion and user conflict mainly between
waiting bus users and passing pedestrians using the links. For this reason
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
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there is only a waiting area on the southern side. In addition, high noise traffic
reduces the aesthetic appeal at this interchange.
•
IS3 Between King’s Cross Thameslink & Bus Stop – This Interchange scored
poorly for the parameters: Feeling Comfortable, Quality of the Environment
and Maintenance but the closure of Thameslink rail station in November 2007
now makes this interchange space less relevant.
•
IS4 Between Bus Stop T, Taxi Rank on Pancras Rd and St. Pancras/ King’s
Cross Stations – The effectiveness of this interchange is reduced
predominately because of the poor crossing provision across Pancras Road.
Moving between the two modes is made difficult especially for mobility
impaired users as there are no dropped kerbs. A raised table was proposed
at this point and has not as yet been installed. If and when this table is
installed, moving across Pancras Road will be improved. Again because
building works have not finished around this interchange, signage has not
been fully installed, with maps and finger boards placed on temporary
boarding at the taxi rank (see Plate 4.31 below). It is predicted that once the
works have finished, there will be improved navigational prompts for
pedestrians. Sightlines are good and it is clear to see St. Pancras Station
from the taxi rank and vice versa. Traffic speeds can be high on Pancras
Road, and with high levels of pedestrian congestion at peak times,
pedestrians can be considered as being vulnerable.
Plate 4.31: Signage placed on temporary boarding at PT10
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
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Public Spaces
•
PS1 British Library Plaza – This public space scores positively for all
parameters. The space allows pedestrians to move easily within the space,
with good surface quality and provision within it. There are no obstructions
that impede and a ramped access allows wheelchair access. The personal
safety parameter receives the highest score owing to a good degree of CCTV
directed into the space and lighting at a low level frequently provided
throughout, with informal surveillance available from café users. Pedestrians
are able to feel comfortable within the space as a result of ample shelter at
the café and benches and walls to sit on (see Plate 4.32), available
throughout. Toilets are available within the Library. The nature of the space,
the tranquil environment and good maintenance allows the space to have an
excellent sense of place, despite audible traffic noise. Various activities are
observed at PS1, including people having lunch and school children sat with
teachers, all of which are appropriate for the type of space. Notably there are
no signs of dereliction of delay. Of concern is the presence of tall hedges
which can obstruct sight lines and reduce the ease of movement. The
auditors have also commented that the space is not well sign posted and
pedestrians new to the area could easily miss the space when walking along
Euston Road (as pictured in Plate 4.32 below).
Plate 4.32: PS1 with good seating (left), but not easily identifiable from outside (right)
4.6.4 Waiting area and spaces parameter scores
In addition to an assessment of individual waiting areas and spaces, the audit
process identified key problems with specific parameters across the pedestrian
environment. These are described in Table 4.4.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
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Table 4.4: PERS and CSA assessment of waiting areas and spaces
Waiting Area
PERS
CSA
Parameter
Infrastructure
• Informal crossings are
• Footway widths are
to the Waiting
observed as a result of the
insufficient, particularly on
Area
location of bus stops in
Euston Road and York
relation to formal crossings
Road which causes
such as at PT7, PT8 and
congestion around the
PT10.
associated waiting areas
• Surface quality is poor,
(PT2, PT6 and PT7).
particularly at PT8 & PT10.
Safety
• Potential places for
•
Perceptions
concealment are caused by
the built infrastructure.
• Heavy vandalism of shelters
and low quality retail shops
reduce the feeling of safety.
• A lack of telephones or
instant response facilities
impairs safety perceptions as
it reduces the ability to report
incidents in times of
emergency.
Quality of
• Bus stops in the audit area
• The cramped conditions for
Environment
reveal poor aesthetics
those waiting for buses
predominately because of low
were underscored on the
levels of soft landscaping,
community audits. People
large volumes of traffic
noted the lack of space that
creating high noise levels and
they were given, in
extensive construction work
particular on York Way,
presently being undertaken.
Pentonville Rd and Euston
Rd and repeatedly
contrasted it with the vast
widths of the roads for
traffic.
Waiting area
• A lack of shelters is seen at
• Due to the insufficient
comfort
bus stops such as PT2 which
footway widths on Euston
means they are not protected
Road, there is not enough
from adverse weather
space to accommodate a
conditions. Additionally where
shelter at PT2.
they are provided they often
lack side panels.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
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• Where provided seating and
shelter provision is often
under capacity, leaving
pedestrians out on the
footway causing potential
conflict with passing
pedestrians.
Interchange
PERS
CSA
Space
Parameter
Moving
• Sheep pen crossings can be
• Construction work at
between
seen to cause conflict when
present means pedestrians
modes
moving between modes as
must negotiate poor trails
seen at IS1.
between stations.
• Poorly installed crossings
• High vehicle speeds and
and a lack of formal
crowded environments
crossings result in informal
reduce the accessibility of
crossings across heavily
trafficked roads, jeopardising
interchange spaces.
pedestrian safety.
• Narrow footway widths
reduce the effective space
around the interchange
space and can cause
congestion.
Quality of the
• The impact of traffic is high
Environment
throughout the audit area and
has a high negative effect on
the quality of environment.
Identifying
• Information to bus stops and
where to go
to other stations is available
at underground
entrance/exits in the form of
maps, but is not always
available at bus stops.
• Heavy construction work is
still being undertaken and
signage is not yet fully
installed.
• King’s Cross Station is not
easily identifiable from side
entrances i.e. on Pancras
Road and York Way.
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
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Public Space
PERS
CSA
Parameter
Interpreting
• Hedges within the British
• The space could be made
the Space
Library Plaza have the
more welcoming and
potential to restrict visibility.
visitors may not realise that
this is a public space.
Feeling
• Background traffic can be
Comfortable
heard and can cause a
disturbance to those relaxing
in the space.
Moving in the
• Walls and hedges are seen to
space
divide the space and can
restrict movement.
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4.6.5 Summary: Priority waiting areas and spaces
PERS
PERS
CSA
Location
Ref
RAG
Rating
Overall Rating
Bus Stop G western side
PT7
RED RED *****
on York Way alongside
King’s Cross Station
Bus Stop eastside of
PT8
RED RED ****
Caledonian Road south of
Caledonia Street
Bus Stop X outside King’s
PT5
RED RED ****
Cross Thameslink Station
Bus Stop M northern side
PT2
RED RED ****
of Euston Road outside
King’s Cross tube
entrance
Bus stop A outside
PT6
AMBER
RED
***
Camden Town Hall
southern side of Euston
Road
Between St. Pancras
IS5
RED RED ****
Station & King’s Cross
Station side entrances
Between St. Pancras
IS1
RED RED ****
Station, Underground and
Bus Stops A&M on
Euston Road
Between Bus stop T, Taxi
IS4
AMBER
RED
***
Rank on Pancras Road
and St. Pancras/King’s
Cross Stations
British Library Plaza
PS1
AMBER AMBER **
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5
Audit Summary
The following points highlight the key issues which have been drawn out from this
analysis of the pedestrian environment around King’s Cross and St. Pancras
Stations.
The scores given from the PERS audit and CSA were generally poor, highlighting
specific and general deficiencies in terms of pedestrian provision. The audits have
highlighted some specific themes for improvement around King’s Cross and St.
Pancras Stations. These are listed below:
• Links surrounding the two stations are often of inadequate width, with
obstructions such as building pillars and road signs further limiting the space
available for pedestrians. This leads to crowded conditions and conflicts
amongst users, especially during peak hours. The sheer amount of guard
railing that is used throughout the area further underscores the lack of
capacity for pedestrians and the resulting overcrowding encourages people
away from the formal crossings.
• Permeability is poor across the main roads around the two stations, as a
result of the scarcity of formal crossings, parked vehicles (with a large
concentration of buses and taxis) and the lack of dropped kerbs.
• Dangerous informal crossing movements are observed at various locations,
including points in close proximity to the station entrances. These are caused
by the lack of formal crossing provision, together with the large deviations,
delays and lack of capacity found at existing crossings. Informal crossings
often take place outside bus stops, as most are not effectively served by
viable crossing points.
• Road safety is often compromised at major crossing points close to the
station, where vehicles turn in and out at high speeds. Lane changing
behaviour is also frequently observed, partly caused by vehicles dropping
passengers off at the station. Adequate traffic management measures are not
in place at these locations. The canyon effect of wide (often one way) roads
and the large amounts of guard railing encourages high vehicle speeds.
• Provision for mobility and sensory impaired users are absent at key locations.
Some crossings across the hazardous Euston Road lack audible information
and request boxes with rotating cones. Dropped kerbs and tactile information
are missing from the crossings across the vehicle access roads around St.
Pancras Station, severely limiting the accessibility and safety of vulnerable
users.
• Although the new sign posts along Euston Road are welcomed, legibility and
wayfinding are still problematic at key locations. King’s Cross Station is not
easily identifiable to those exiting St. Pancras Station, due to the lack of signs
on its side walls, continued construction work and small entrances. Signs and
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maps are often not up to date, and still show the former King’s Cross
Thameslink Station. Directions are often not given to major attractors in the
area, such as the Royal National Throat, Nose and Ear Hospital.
• The quality of the environment in the area is degraded by the heavy traffic
along the major artilleries including Euston Road and Pentonville Road.
Shops and private frontages are neglected at several locations, especially
along Gray’s Inn Road where vacant commercial property are seen.
• The pedestrian experience is further compromised by the sheer dominance
and impact of road traffic owing to its speed and the number of lanes it
occupies.
• Although the upgrade to St. Pancras Station and the surrounding area is
partly finished, the effect of continued construction work continues to affect
the pedestrian environment through reduced environmental quality, limited
capacity of links and crossings as well as poor legibility.
Table 5.1 summarises the key audit components within the King’s Cross and St.
Pancras Stations study area which require the most attention in terms of pedestrian
provision:
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Table 5.1: All low scoring audit components
LINKS
Component PERS
PERS
CSA
Overall
ref
RAG
Rating
priority
(star
rating)
York Way from Wharfdale Rd to
L18
RED
RED
*****
Pentonville Rd (westside)
L20
RED
RED
Caledonian Road(eastside) from
L19
RED
RED
Keystone Crescent (northside) to
*****
Pentonville Rd
Pentonville Rd (both sides) from King’s L5
RED
RED
Cross Rd to Gray’s Inn Road
L7
RED
RED
*****
L8
RED
RED
Pancras Road (westside) from St.
L22
RED
RED
*****
Pancras central entrance to Goodsway
Pancras Rd (eastside) from Euston Rd L23
RED
RED
*****
to Old Pancras Rd
Midland Rd (eastside) from Pancras
L28
RED
RED
****
Rd to St. Pancras westside entrance
Euston Rd (southside) from Crestfield
L10
RED
RED
****
St to Judd St
L11
RED
RED
Goodsway tunnel (both sides) from
L25
AMBER
RED
****
Pancras Rd to Midland Rd
L26
AMBER
RED
CROSSINGS
Component PERS
PERS
CSA
Overall
ref
RAG
Rating
priority
(star
rating)
Informal crossings at both ends of
C43
RED
RED
Goodsway tunnel
C45
RED
RED
*****
C46
RED
RED
Informal across York Way south of
C30
RED RED *****
Caledonia St
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Informal across Pancras Rd from St.
C34
RED
RED
*****
Pancras Station exit towards taxi stand
Across King’s Cross Bridge at junction
C18
RED RED
*****
with Pentonville Rd (southside)
Informal across Pentonville Rd near
C19
RED
RED
*****
King’s Cross Bridge
Crossings across Euston Rd
C2
RED
RED
C3
RED
RED
*****
C4
RED
RED
C7
AMBER
AMBER
Across vehicle access roads to St.
C39
RED
RED
Pancras Station Building
C40
RED
RED
****
C48
RED
RED
C6
GREEN
RED
Across Midland Rd at junction with
C5
RED
RED
****
Euston Rd (northside)
Across Pancras Rd at junction with
C8
AMBER
RED
****
Euston Rd (northside)
Across York Way at junction with
C9
RED
RED
Pentonville Rd/Euston Rd (northside)
C10
AMBER
RED
****
Across York Way at junction with
C52
RED RED ****
Wharfdale Road
ROUTES
Component PERS
PERS
CSA
Overall
ref
RAG
Rating
priority
(star
rating)
From St. Pancras Station along Gray’s
R3
RED RED ****
Inn Road to Eastman Dental Hospital
From St. Pancras Station along Gray’s
R4
RED
N/A
****
Inn Road to the Royal National Throat,
Nose and Ear Hospital
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WAITING AREAS AND SPACES
Component PERS
PERS
CSA
Overall
ref
RAG
Rating
priority
(star
rating)
Bus Stop G western side on York Way PT7
RED RED *****
alongside King’s Cross Station
Bus Stop eastside of Caledonian Road PT8
RED RED ****
south of Caledonia Street
Bus Stop X outside King’s Cross
PT5
RED RED ****
Thameslink Station
Bus Stop M northern side of Euston
PT2
RED RED ****
Road outside King’s Cross tube
entrance
Bus stop A outside Camden Town Hall PT6
AMBER
RED
***
southern side of Euston Road
Between St. Pancras Station & King’s
IS5
RED RED ****
Cross Station side entrances
Between St. Pancras Station,
IS1
RED RED ****
Underground and Bus Stops A&M on
Euston Road
Between Bus stop T &Taxi Rank on
IS4
AMBER
RED
***
Pancras Road & St. Pancras and
King’s Cross
British Library Plaza
PS1
AMBER AMBER **
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6
Conclusions and Recommendations
6.1 Conclusions
This report has described the findings from the PERS audit and CSA of King’s Cross
and St. Pancras Stations, supported by background information on the audit area.
The audit area centred on the two major railway stations of King’s Cross and St.
Pancras. Large numbers of commuters and tourists were observed, often with large
pieces of luggage. Land use surrounding the stations was found to be diverse,
ranging from retail space along Euston Road and Pentonville Road, to housing
estates and offices to the east and west of the two stations. An analysis of the
collision statistics found that the majority of accidents involving pedestrians occurred
along Euston Road and Pentonville Road, with a cluster of incidents observed at the
junction with York Way. Crime data portrayed the audit area as moderate to high in
crime.
The links surrounding the stations were often found to be of limited effective width,
creating congested conditions and conflicts amongst users. Crossing provision was
found to be inadequate across the audit area, often resulting in informal crossings
being made across heavily trafficked roads. Provision for sensory and mobility
impaired users were lacking at key strategic locations, including some crossings
across the busy Euston Road and those across the vehicle access roads around St.
Pancras Station. Environmental quality and personal security were often
compromised by inadequate lighting, heavy vehicle noise and pollution, as well as
neglected private and commercial properties. Wayfinding was made difficult by the
low profile of King’s Cross Station, the lack of signs to key attractors, construction
work surrounding the two stations, and outdated information of the area on maps and
signs. In conclusion, the audits highlighted widespread deficiencies with regards to
the pedestrian environment in this area, leaving scope for improvement.
6.2 Overview of Recommendations
Based on the study findings the following recommendations can be made:
• Increase the effective width of links surrounding the two stations by
reallocating carriageway space to the footpath wherever appropriate, and by
removing/realigning obstructions such as sign posts, bus stops and shop
signs.
• Enhance the permeability and safety of the main roads around the station by
providing formal crossings at all necessary locations. Ensure that desire lines
are met, and that delays are minimal. Consider the location of crossings in
conjunction to those of the bus stops in order to mitigate dangerous informal
crossings at these locations. The key crossing location at the southern end of
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York Way should be redesigned and a shared space created that allows safe
pedestrian movement east-west and north-south.
• Increase provision for mobility and sensory impaired users at all crossing
points, in particular those across the hazardous Euston Road where audible
information and request boxes with rotating cones are not always provided.
Provide dropped kerbs and correct tactile information at all crossings,
especially across the vehicle access roads around St. Pancras Station.
• Improve road safety and space ownership of pedestrians around the station
by installing proper traffic calming measures, enforcing/revising speed limits
and increasing the visibility of pedestrian crossing points. Where appropriate,
provide raised tables at crossing points. Ensure that vehicles, including
buses, do not encroach on crossing space. Lower vehicle speeds by cars,
motorcycles and construction traffic lorries are essential for visitors and local
people to feel more comfortable and be safer throughout the area.
• Provide signage to all major attractors in the area, including nearby hospitals,
stations and other public facilities. Enhance the visibility of King’s Cross
Station from all directions. Update maps and signs to incorporate recent
changes made to the area, including the relocation of King’s Cross
Thameslink Station. Provide area maps at all bus stops to help navigation
between different modes of transport.
• Minimise the effect of the ongoing construction work on the pedestrian
environment. Ensure that construction material does not encroach on
footpaths and crossings. Provide temporary signage at visible locations,
particularly for those transferring between the two stations.
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6.3 Specific
Recommendations
LINKS
Location Ref
Recommendations
Priority
Timeframe
York Way
L18
•
Increase footpath width
HIGH
LONG
from
L20
to cater for increasing
Wharfdale
flows caused by the
Rd to
redevelopments to the
Pentonville
north of Wharfdale
Rd
Road.
(westside)
•
Install traffic calming
HIGH
MEDIUM
measures to slow down
traffic.
•
Promote the route inside
MEDIUM
SHORT
the station as an
alternative.
•
Manage the taxis, cars
MEDIUM
MEDIUM
and buses dropping
people off at the station.
Caledonian
L19
•
Ensure sufficient width of
HIGH
SHORT
Road
the footpath by
(eastside)
relocating street clutter
from
(e.g. shop signs and sign
Keystone
posts).
Crescent
•
Reallocate some
HIGH
LONG
(northside) to
carriageway space to
Pentonville
pedestrians.
Rd
Pentonville
L5
•
On L5, assess the
HIGH
MEDIUM/
Rd (both
L7
apparent under-
LONG
sides) from
L8
utilisation of the adjacent
King’s Cross
cycle lane and consider
Rd Gray’s
widening the pavement.
Inn Road
•
Update maps and
HIGH
SHORT
signage to incorporate
changes that have been
made to the area (e.g.
the relocation of King’s
Cross Thameslink and
update of St. Pancras).
•
On L7, review the
HIGH
MEDIUM
excessive railing and
consider the removal of
some, subject to the
insurance of safety.
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•
On L8, consider
MEDIUM
MEDIUM/
reallocating the space
LONG
used for loading bays to
increase footpath width.
•
Increase traffic calming
HIGH
MEDIUM
measures to reduce
vehicle speeds and
flows.
Pancras
L22
•
Improve crossing
HIGH
MEDIUM
Road
provision across
(westside)
Goodsway.
from St.
•
Highlight major
MEDIUM
SHORT
Pancras
obstructions such as the
central
building pillars and steel
entrance to
bollards using tactiles
Goodsway
and colour contrast.
Pancras Rd
L23
•
Create a high
HIGH
MEDIUM
(eastside)
quality/capacity footpath
from Euston
in the course of the
Rd to Old
King’s Cross and St.
Pancras Rd
Pancras station
upgrades.
•
Ensure that construction
HIGH
SHORT
material does not
encroach heavily on the
footpath.
Midland Rd
L28
•
Increase width of the
HIGH
LONG
(eastside)
footpath, and/or provide
from
alternative paths for
Pancras Rd
wheelchair users.
to St.
•
Ensure that high quality
HIGH
SHORT/
Pancras
dropped kerbs are
MEDIUM
westside
provided at all necessary
entrance
locations along the link,
to compensate for the
excessive kerb height.
Euston Rd
L10
•
On L10, improve
MEDIUM
SHORT
(southside)
L11
consistency of signage
from
for pedestrians (currently
Crestfield St
there are three different
to Judd St
types).
•
On L10, relocate the
HIGH
SHORT
sign post near the
underground entrance to
alleviate the pinch point.
•
On L11, remove
HIGH
SHORT
unnecessary bollards,
sawn-off lighting
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columns and other street
clutter.
•
On L11, improve lighting
MEDIUM
MEDIUM
and signage near the
Town Hall (towards
Bidborough Street).
•
On L11, reduce the
MEDIUM
LONG
crossfall observed on the
footpath.
Goodsway
L25
•
Increase permeability by
HIGH
MEDIUM/
tunnel (both
L26
providing controlled
LONG
sides) from
crossings at the two
Pancras Rd
ends of the tunnel.
to Midland
•
Increase the width of the
HIGH
LONG
Rd
footpath at the corners to
ensure accessibility for
wheelchair users.
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CROSSINGS
Location /
Ref Recommendations
Priority Timeframe
Parameter
Informal
C43
•
Provide controlled
HIGH
MEDIUM/
crossings at
C45
crossing points across
LONG
both ends of
C46
Goodsway and adjacent
Goodsway
streets on both ends of
tunnel
the tunnel. Ensure the
provision of dropped
kerbs, rotating cones
and proper tactile
information to offset the
hazard caused by the
speedy traffic.
•
Improve signage to
MEDIUM
SHORT
navigate users to nearby
attractors such as the
two stations, the nature
reserve and nearby town
centres (e.g. Camden).
Informal
C30
•
Provide a formal
HIGH
MEDIUM/
across York
crossing across York
LONG
Way south of
Way just past the
Caledonia St
junction with Caledonia
Street, by the Premier
Inn.
•
Enforce/revise traffic
HIGH
SHORT/
speeds and regulations
MEDIUM
to create a safer
environment for
pedestrians along York
Way.
Informal
C34
•
Create a safe crossing
HIGH
MEDIUM/
across
point outside the St.
LONG
Pancras Rd
Pancras Station exit with
from St.
pedestrian priority.
Pancras
Consider installing a
Station exit
raised table to increase
towards taxi
space ownership.
stand
•
Ensure proper provision
HIGH
MEDIUM
for sensory and mobility
impaired users, including
proper tactile information
and high-profile dropped
kerbs.
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Across
C18
•
Reduce waiting time
HIGH
SHORT
King’s Cross
(currently up to 70
Bridge at
seconds).
junction with
•
Improve drainage
HIGH
MEDIUM
Pentonville
around the dropped
Rd
kerbs where severe
(southside)
ponding is currently
observed.
•
Restrict encroachment of
HIGH
MEDIUM
crossing space by
vehicles, particularly
articulated buses turning
left onto King’s Cross
Bridge.
Informal
C19
•
Provide a controlled
HIGH
MEDIUM/
across
crossing at this point,
LONG
Pentonville
ensuring adequate
Rd near
crossing time,
King’s Cross
synchronisation of
Bridge
stages and adequate
capacity at the central
refuge.
Crossings
C2
•
Provide advanced stop
MEDIUM
SHORT
across
C3
lines for cyclists, so that
Euston Rd
C4
they will not be tempted
C7
to encroach on the
crossing area.
•
Ensure that capacity is
HIGH
MEDIUM/
sufficient at all waiting
areas and central
refuges.
•
Synchronise the green
HIGH
LONG
phase of the multiple
SHORT
stages, reduce waiting
times and increase
green phase time to
minimise delay and
ensure a safe crossing.
•
Install pedestrian aspect
HIGH
SHORT
on C3.
Across
C39
•
Provide high quality
HIGH
SHORT/
vehicle
C40
dropped kerbs at all
MEDIUM
access roads
C48
locations, to partly
to St.
C6
compensate for the
Pancras
excessive height of the
Station
current kerbs.
Building
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•
Ensure space ownership
HIGH
MEDIUM/
of pedestrians by raising
LONG
the crossing surface,
clearly marking the
crossing space and
installing proper traffic
management measures.
Across
C5
•
Widen the central refuge
HIGH
MEDIUM/
Midland Rd
to provide enough
LONG
at junction
capacity during peak
with Euston
periods.
Rd
•
Consider the installation
MEDIUM
SHORT/
(northside)
of an advanced stop line
MEDIUM
for cyclists, so that they
will not encroach on
crossing area.
Across
C8
•
Relocate the crossing
HIGH
LONG
Pancras Rd
point further towards the
at junction
mouth of the junction to
with Euston
better serve the desire
Rd
line and minimise
(northside)
deviation.
•
Improve driver behaviour
HIGH
SHORT/
around the junction by
MEDIUM
enforcing/revising speed
limits and installing traffic
calming measures.
Across York
C9
•
Increase the width of the
HIGH
MEDIUM
Way at
C10
crossing to cater for
junction with
peak demand.
Pentonville
•
Increase capacity of the
HIGH
MEDIUM
Rd/Euston
central refuge, or
Rd
remove the refuge to
(northside)
enable pedestrians to
cross in one movement.
•
Reduce traffic speeds
HIGH
SHORT/
around the junction by
MEDIUM
installing traffic calming
measures.
Across York
C52
•
Improve alignment of the
MEDIUM
MEDIUM
Way at
multiple stages across
junction with
York Way, so that
Wharfdale
deviations are minimal.
Road
•
Monitor usage levels
MEDIUM
SHORT/
over time, as new
LONG
developments take place
in the area.
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ROUTES
Location /
Ref Recommendations
Priority Timeframe
Parameter
From St.
R3
•
Provide formal crossing
HIGH
MEDIUM
Pancras
provision outside TNE
Station along
Hospital.
Gray’s Inn
•
Improve footway lighting
HIGH
MEDIUM
Road to
R4
and formal surveillance.
Eastman
•
Improve surface quality,
HIGH
MEDIUM
Dental
especially around street
Hospital
trees.
•
Better align street
HIGH
MEDIUM
From St.
furniture to prevent pinch
Pancras
points.
Station along
•
Provide adequate rest
Gray’s Inn
points for pedestrians
HIGH
SHORT/
Road to the
that are mobility
MEDIUM
Royal
impaired or with heavy
National
luggage. Include seating,
Throat, Nose
distanced from main
and Ear
throughway of footway.
Hospital
•
Ensure that tactile is
HIGH
SHORT
correctly coloured.
•
Provide frequent
HIGH
SHORT
signposting along route.
Ensure that users do not
cross Euston Road when
going to the Royal
National TNE Hospital.
•
Address issues of
HIGH
MEDIUM/
crossings on Euston
LONG
Road (see
recommendations on
crossings).
From St.
R2
•
Install traffic calming
HIGH
MEDIUM
Pancras
measures along Midland
Station
Road.
(western
•
Improve soft
MEDIUM
MEDIUM
entrance)
landscaping.
along
Midland
Road to the
British
Library
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WAITING AREAS AND SPACES
Location /
Ref Recommendations
Priority Timeframe
Parameter
Bus Stop G
PT7
• Consider installing signage
HIGH
SHORT
western side
at PT7 to indicate where
on York Way
King’s Cross Station
alongside
entrance is.
King’s Cross
• Consider widening both the
HIGH
MEDIUM
Station
temporary and long term
footways to improve the
effective widths and reduce
user conflict.
• Consider implementing
MEDIUM
LONG
traffic calming measures of
a 20mph zone to protect
waiting and passing
pedestrians.
Bus Stop
PT8
• Increase the effective width
HIGH
MEDIUM/
eastside of
of the footways to reduce
LONG
Caledonian
user conflict.
Road south
• Add footway focussed
HIGH
MEDIUM
of Caledonia
lighting to the waiting area.
Street
• Consider relocating the bus
MEDIUM
MEDIUM
stop closer to the signalised
crossing to deter informal
crossings.
Bus Stop X
PT5
• Increase the kerb height of
MEDIUM
SHORT
outside
footways to aid bus
King’s Cross
boarding.
Thameslink
• Increase the effective width
HIGH
MEDIUM
Station
of surrounding footways to
reduce user conflict.
• Consider relocating the bus
HIGH
MEDIUM
stop closer to the signalised
crossing to deter informal
crossings which involves
negotiating a barrier.
• Clean dirt and graffiti from
MEDIUM
SHORT
bus stop shelter.
Bus Stop M
PT2
• Increase the width of the
HIGH
MEDIUM
northern side
surrounding footway to
of Euston
reduce user conflict and to
Road outside
allow installation of shelter
King’s Cross
and seating.
tube
• Increase security measures
HIGH
SHORT
entrance
through CCTV etc.
• Remove pedestrian barriers
MEDIUM
SHORT
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to ensure easy access and
egress to and from buses.
Bus stop A
PT6
• Increase the effective width
MEDIUM
MEDIUM
outside
of the surrounding footway
Camden
in order for the shelter to not
Town Hall
cause a pinch point.
south side of
Euston Road
Between St.
IS5
• Improve legibility by
MEDIUM
MEDIUM
Pancras
installing more signage and
Station &
ensuring the side entrance
King’s Cross
to King’s Cross is more
Station side
visible.
entrances
• Ensure taxis do not queue
MEDIUM
SHORT
over crossing points to
ensure sightlines are clear
and to help ease of
crossing.
Between St.
IS1
• Improve information at bus
MEDIUM
SHORT
Pancras
stops in the form of more
Station,
detailed maps.
Underground
• Improve capacity of bus
MEDIUM
MEDIUM
and Bus
stop waiting areas.
Stops A&M
• Widen the footway on the
HIGH
MEDIUM
on Euston
northern side of Euston
Road
Road to allow for a shelter
and seating.
Between Bus
IS4
• Ensure a raised table is
HIGH
SHORT
stop T, Taxi
installed at crossing C34,
Rank on
and if not ensure kerbs are
Pancras
dropped.
Road and St.
• Ensure signage is displayed
MEDIUM
MEDIUM
Pancras/Kin
prominently when
g’s Cross
construction is finished.
Stations
• Reduce traffic speeds on
HIGH
MEDIUM
Pancras Road through
traffic control measures.
• Consider widening the
HIGH
MEDIUM
eastern side of Pancras
Road to reduce the effects
of clutter and to ease
congestion.
British
PS1
• Reduce the height of
MEDIUM
SHORT
Library Plaza
hedges to improve
sightlines.
• Improve signage to the
MEDIUM
SHORT
space along Euston Road.
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Final Report
7
Acknowledgements
The work described in this report was carried out in the Sustainable Communities
Group of TRL Limited. The authors are grateful to Erica Tucker who carried out the
quality review and auditing of this report.
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Appendix A: Component assessments
A.1 Links
York Way (westside) from Railway Street to opposite Caledonia Street (L18)
PERS Audit
CSA Audit
The effective width of the link is inadequate The eastern side of the street is affected by
with space for only one pedestrian to pass the long-term works in King’s Cross station
another. User flows are lower on this link than that have caused the pavement width to be
that to the south but congestion occurs due to narrowed considerably. This is now an
the narrow width and obstructions. A lamp extremely poor pedestrian environment that is
post is situated in the centre of the footway made worse by the usage of long sections of
which causes the most severe obstruction, this link by buses as a depot before they set
rendering this section of the link inaccessible on their next journey. Given the poor state of
for pedestrians in a wheelchair.
this route, it would clearly be advisable to
There is no provision to cross the carriageway promote the route inside the station as an
of York Way and is highly inaccessible for all alternative for those who know the area well
pedestrians, but most notably those with enough.
mobility restrictions. Buses waiting at stands
also obscure sightlines for informal crossing
although pedestrians only have to take
account of traffic from one direction as this is
a one way carriageway.
There is no pedestrian-specific signage
provided other than that to advertise CCTV. It
is unclear as to where the stations are.
Frequent “piggy-back” lighting is provided,
which illuminates the footway well.
The link is very noisy from high traffic levels
and waiting buses, and is lined by a blank
brick wall which lacks maintenance. Surfaces
are dirty and numerous paving slabs are
cracked and are breaking up in places.
RAG status: RED CSA
status:
RED
Overall Priority: *****
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
York Way (westside) from opposite Caledonia Street to Euston Road (L20)
PERS Audit
CSA Audit
The footway is over two metres wide but there Again affected for the long terms by the works
is a lamp post and traffic sign positioned in going on to the station. There is a long,
the centre of the footway restricting narrow covered walkway under scaffolding on
movement. These are not colour contrasted western side of road. Auditors felt that walking
or in any way highlighted. Buses can obscure in
this enclose space feels dangerous.
sight lines for crossing. There is also severe Although it is a temporary measure, many
conflict at the bus stop where pedestrians were unclear exactly how long it will be there
must navigate large queues of people. but they felt that as it was likely to be for a
Cyclists are also seen using the footway.
number of years far better provision should
There are no dropped kerbs to cross York have been made for pedestrians while these
Way anywhere on the link, despite there works were going on. Pavement widths are
being a clear desire line to the bus stop. severely compromised throughout this link
Although formal crossing over York Way is and are especially crowded around bus stop
absent, there are opportunities to cross PT7. At the Euston Road end there is a need
informally as the traffic comes from one for proper thought to go into how cars and
direction only and comes in phases, but this is especially taxis should drop off passengers
not suitable for those who require more time for the station. At present the situation is
to cross or dropped kerbs. Additionally, chaotic and frequently vehicles are backed up
pedestrians on the link cannot access the to crossing C10 and reduce this already
Euston Road crossings to the south.
limited crossing space still further.
There is information provided at the bus stop
as well as a map to aid navigation around the
station. The link is lined by a wall which
restricts the view. The wall creates very poor
environmental quality particularly as it is dirty
and there is no other landscaping. There are
also very high noise levels from the
carriageway.
To the narrow section to the north, paving
slabs are cracked and various surface
undulations are present, including an access
point to the southern end of the link which has
a large pothole.
Lighting on the link is relatively infrequent
although the ‘piggy back’ low level provision is
good. CCTV is provided and advertised but
this is not likely to improve perceptions of
safety at night. In the day the bus queues
also provide some informal surveillance.
RAG status: RED CSA
status:
RED
Overall Priority: *****
No photograph available
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
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Caledonian Road (eastside) from Keystone Crescent (northside) to Pentonville
Road (L19)
PERS Audit
CSA Audit
The width of the link meets minimum This area is becoming increasingly important
standards but various obstructions cause as the area to the west is redeveloped. Many
some narrowing and congestion. Bus queues, people use and cross to this eastern side of
shop furniture, café tables and chairs also the Caledonian Rd as it is home to many
cause conflict. Street furniture does have restaurants and cafes that are increasingly
tonal contrast.
well used especially at lunchtime. While
There is a steep incline at the crossing across pavement widths are good, the overall feel is
Caledonia Street (C26) and a slight incline one of extreme traffic domination. The
towards the south of the link is observed, Caledonian Road is 3 lanes wide at this point
although this is less likely to impede and is one way. Traffic is either going fast
pedestrians. There are few crossing points, along this section or is at a standstill. Again
and the use of guard railing and heavy the role of the area needs a rethink along the
(mostly queued) traffic also affect pedestrians’ lines of the comments envisaged in C26.
ability to cross. At Keystone Crescent kerbs
are also poorly dropped. Tactile paving at
Omega Place also presents a trip hazard to
pedestrians and there are other areas where
surfacing is poor.
Lighting is infrequent and is focussed on the
carriageway, but there may be additional
lighting cast on the footway from shop fronts.
Some of the shops are of poor quality and the
area is under regeneration. This lessens the
quality of the environment, as does the high
noise level and poor air quality. CCTV is
present.
RAG status: RED CSA
status:
RED
Overall Priority: *****
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
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Pentonville Road (northside) from York Way to Caledonian Road (L5)
PERS Audit
CSA Audit
Pedestrian flows on the link are relatively A quirk in the kerb line at the junction of York
high, and the width of the footway does not Way means that approximately 1 metre+ of
always accommodate the pedestrian flows nearside carriageway is very under utilised by
entirely although standards are met. Several cyclists. Auditors noted that many cyclists
obstructions cause pinch points, such as A appear to cycle in the main carriageway,
boards being located in close proximity to partly due to positioning and to the quality of
permanent street furniture.
the surface of the cycle lane. There would
Surface undulations are present, but as a appear to be an opportunity to increase
whole the footway is generally level. Dropped pavement width, which is much needed along
kerbs are provided at crossing points, the length of this link. It is important to
although not all are sufficiently flush to the assess the apparent under utilisation of the
carriageway. The crossing points are located cycle lane and consider widening the
at either end of the (short) link, but otherwise pavement. If the cycle lane is necessary
kerbs are high and may limit informal reallocate road space to pavement. The
crossings. Tactile information is present at Islington map (outside McDonalds) still shows
crossing points, although there are
King’s Cross Thameslink Station. The footway
interruptions at Caledonian Road.
is obstructed by A boards. There is severe
Pedestrians with sensory impairments could ponding on the carriageway near the
potentially use the adjacent buildings as a Pentonville Road entrance to Regents
tapping line, although A boards frequently Quarter. Throughout there is a lack of bike
interrupt. Very poor quality reinstatements parking. There is no east west link into King’s
affect the level of tonal contrast on the Cross from Regent Quarter (off York Way).
footway. Generally link surfaces are variable, The Islington map needs to be updated, the A
with some areas of particularly poor quality boards removed, cycle parking is needed and
surfacing.
the ponding needs to be addressed.
In terms of legibility, there is a signage board
with a detailed map, and fingerposts on the
link appear newly installed. Street activity on
the link aid perceptions of personal security,
and CCTV is present. Lighting is carriageway
focussed and footway illumination after dark
would rely on lighting from frontages.
Frontages are of fair quality and maintenance,
although on the opposite side of the
carriageway frontages appear to be of poorer
quality. Environmental quality is decreased
by discarded litter, cigarette ends and
chewing gum. High traffic noise also
degrades environmental quality.
RAG status: RED CSA
status:
RED
Overall Priority: *****
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Pentonville Road (southside) from
King’s Cross Road to King’s Cross Bridge (L7)
PERS Audit
CSA Audit
User conflict is particularly apparent between This section of pavement is less congested
walking pedestrians and those waiting for now that Thameslink has moved but is still full
buses. Otherwise the majority of the link is at the busiest times of day. The railing crams
free from obstructions and conflict.
people in and the many cycles (some clearly
The quality and consistency of surfacing is long abandoned) locked to the railing
decreased by the number of utility covers on exacerbate the narrowness. There is potential
the link. These have settled unevenly, to put cycle parking under station canopy.
creating several trip hazards. Paving slabs Bus stop X creates a pinch point when
are also showing signs of wear, with cracking crowds wait for the bus. With long bendy
the most obvious problem.
buses, two lines of railing and the building
There are formal crossings present at the end line, it feels very claustrophobic. A
of the link, but to access these pedestrians schoolchild was seen jumping both lines of
have to undertake a significant deviation. guardrail. The pavement surface is uneven in
Heavy traffic flows, a lack of dropped kerbs places. It is important to review railing and
and pedestrian barriers also restrict the look to remove one line (short term). As with
opportunities to cross informally.
all of the area traffic needs to be slowed down
Way finding is made easier on the link by way (medium term). There is no information about
of information provision which shows the King’s Cross, St. Pancras/First Capital
stations as well as tourist attractions.
Connect at station. The map on bus stop is
Additional information is also present at bus out of date and needs to be replaced.
stops in the form of local area maps.
Lighting along the link is frequent, but is
located high above the footway and is not
likely to sufficiently illuminate the link at night.
Frontages on the link are degraded, and
perceptions of safety after dark are low.
CCTV is present outside the station, with
patrolling Police also noted. Low levels of
maintenance also create an unappealing
walking environment. Footway surfaces and
infrastructure are dirty, and high traffic noise
also reduces environmental quality.
RAG status: RED CSA
status:
RED
Overall Priority: *****
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Pentonville Road (southside) from King’s Cross Bridge to Gray’s Inn Road (L8)
PERS Audit
CSA Audit
At each end of the link, the footway capacity This is a narrow piece of pavement that
is wide. However in the middle section there provides an important connecting feature for
is a significant narrowing. This is created by east/west movement. An opportunity was
a taxi bay and a shop frontage. Additionally, missed to reallocate the loading bays to
demolition boards surrounding a shop also pavement whilst the adjacent 'Lighthouse'
obstruct the footway.
buildings were derelict. The effective width is
Crossing is prevented in places by barriers, <2m with the current hoarding in place. Plans
although pedestrians cross the carriageway should be made to reduce the loading as the
informally in other locations. The legibility of buildings are regenerated and permanently
the link is aided by finger posts at each end of reallocate some of the space to pedestrians.
the link, as well as the visibility of the stations
from the link.
The link has high flows, which aids
perceptions of safety although telephone
boxes have cards offering sex services which
may make the link an unsafe area to walk in
at night particularly as the carriageway
focussed lighting is inadequate. Poor
perceptions of safety are reinforced as the
link is aesthetically poor, with the majority of
shops boarded up. Maintenance levels also
appear inadequate, as water pools are
evident, barriers are bent with peeling paint
work, and surfaces are dirty.
RAG status: RED CSA
status:
RED
Overall Priority: *****
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Pancras Road (westside) from St. Pancras central entrance to Goodsway (L22)
PERS Audit
CSA Audit
The width of the link is significantly affected to In spite of being brand new, this route is not
the north side of the Euro dispatch owing to pedestrian friendly owing to the poor crossing
building pillars. Security pillars also obstruct. provision towards the junction with Goodsway
There is a potential overhead obstruction as a (C39, C40 & C43) . There is an urgent need
traffic sign is relatively low.
to address problem of pedestrians moving
The permeability of the link is low. The only through relatively attractive environment on
crossing on the link is located to the south, Pancras Road alongside St. Pancras, then
near the station exit. The tactile paving here abruptly finding themselves in 'no-mans land'
is coloured grey. Parked vehicles and heavy as Goodsway is approached. The
traffic flows also make it difficult for environment moves from the extremely
pedestrians to cross informally.
attractive and alive atmosphere around the
There are no information boards on the link, new station entrances to a series of dead
despite there being a clear desire for frontages and commercial units further north.
pedestrian information as indicated by the
number of pedestrians asking questions and
looking at maps.
Lighting along the link appears suitable, and
is the ‘piggy back’ design which illuminates
the footway well. The space also appears
‘open’ which aids perceptions of safety.
Beyond the Euro dispatch pedestrian flows
are lower and the environmental quality of the
link decreases.
The link has a new, good quality surface and
this is in keeping with the new built feel to the
link. There may be potential for decay, as
there is low pedestrian use and it is used
mainly for vehicle access to and from the
station.
RAG status: RED CSA
status:
RED
Overall Priority: *****
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Pancras Road (eastside) from Euston Road to Old Pancras Road (L23)
PERS Audit
CSA Audit
This is a well used link by commuting Very poor. Clearly at present the other side of
pedestrians. At present the width is suitable the street where there has been little
for pedestrian flows. There are no investment compared to footways on the
obstructions on the northern end of the link western side. The link passes the chaos of
but the southern end has tapering trees, the redevelopment of King’s Cross, the chaos
bicycles locked to railings, sign posts and other taxi rank and ends at the chaos of yet
lighting columns. Congestion is limited, and another. building site. In the longer term it is
flows are expected to be further reduced once hoped that the aim is to create a pedestrian
the subway between the two stations environment that is attractive as the western
becomes operational. There is no footway side of the road.
available between the taxi rank and Euston
Road.
There is one formal crossing at the northern
end of the link but the southern end is
inaccessible due to lack of footway. Queuing
taxis, the taxi rank and pedestrian barriers
add to the poor permeability, together with the
lack of dropped kerbs. There is a clear
crossing, with tactile paving present to one
major entrance to St. Pancras Station (across
St. Pancras Road) and yet there are no
dropped kerbs at this location.
The area may feel isolated at night when the
station closes. The northern end of the link
has ‘piggy back’ lighting, whereas lighting to
the southern end is carriageway focussed
with small footway focussed spot lights.
Levels of maintenance are mixed. The
northern end is smarter with a newly laid
footway, whereas the southern area is more
run down with dirty frontages/railings and litter
on the edge of the link. Here, depressions,
cracks and puddles have formed especially
where there are reinstatements and tree
roots.
RAG status: RED CSA
status:
RED
Overall Priority: *****
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Midland Road (eastside) from St. Pancras Road to St. Pancras west side
entrance (L28)
PERS Audit
CSA Audit
The width of the link is narrow at the northern Another source of surprise from a brand new
end with station pillars causing a pinch point link. Pedestrians will often want to use this
which would make using a wheelchair or eastern side of the road as the overhanging
pushchair very difficult. There is some minor roof offers shelter when the weather is poor.
conflict in front of the station from pedestrians The pavement is, however, extremely narrow
with suitcases and users waiting for a taxi.
here and tow people cannot pass each other
There are dropped kerbs available and well without having to negotiate their way around
located at the crossing to PT3, however no the enormous pillars that block their path.
dropped kerbs are provided across the large Disabled users found this link particularly
vehicle entrance to St. Pancras Station, problematic and noted that the pavement was
where kerbs are excessively high. This would double the usual height and quite narrow.
prevent access for mobility impaired
pedestrians and pushchairs.
Informal crossings occur at the northern end
of the link, due to the lack of formal crossings.
Pedestrian barriers and the row of taxis
reduce permeability.
Tactile paving is provided at the formal
crossings over the taxi lane and at formal
crossing over Midland Road but are missing
over the vehicle entrance.
There is no signage on the entire length of
this link. A number of pedestrians asked
where King’s Cross Station is, despite its
proximity to the link.
Lighting on the link is in the form of yellow
panels and its effectiveness may be
questionable. The link is likely to have much
lower flows at night. As such, the northern
end by the tunnel may become isolated and
threatening after dark. Although the link is
well maintained, fumes and noise from
waiting taxis are high.
RAG status: RED CSA
status:
RED
Overall Priority: ****
March 2008
85
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Euston Road (southside) from Crestfield Street to Argyll Road (L10)
PERS Audit
CSA Audit
The underground entrance reduces the width There are lots of A boards here. There are 3
of the link and reduces sightlines which is different types of pedestrian signage - none
most likely to be problematic during peak with distance or time on. The pavement is
periods but generally the effective width of the narrowed by the entrance to subway, but is
link is adequate. A-frames and posts are busy with people on foot. There is a black
generally aligned. Posts and guard railings pole with signage exacerbating the pinch
are also contrasted.
point. Auditors felt the signage pole should be
Heavy traffic and guard railing reduce relocated nearer the kerb line.
pedestrians’ crossing options. There are also
few dropped kerbs across Euston Road.
Navigation is aided by the sight of major
landmarks, pedestrian signage, new
fingerposts and street names. St. Pancras
Station gives a good sense of place, but noise
levels are high and air quality feels poor.
There are warnings on the link about street
crime, but there is CCTV present and street
activity is high which aids perceptions of
safety. There are a mixture of lighting types,
with some focussed solely on the footway.
Environmental quality is aided by adequate
maintenance, although the link may suffer
from dropped leaves during autumn months
and surface quality can be poor. For
example, sunken utility covers create trip
hazards and there is also uneven paving at
the crossing across Argyle Street.
RAG status: RED CSA
status:
RED
Overall Priority: ****
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Euston Road (southside) from Argyle Street to Judd Street (L11)
PERS Audit
CSA Audit
There are quite high flows of pedestrians on The cross fall is big and paving surface is
the link and some points are narrowed by bus poor throughout the length of this link. There
stops which have the potential to cause some are unnecessary bollards and two sawn off
conflict when pedestrian flows are at their lighting columns are waiting to be removed.
highest. Most posts, bins and bollards are There is poor lighting under the Town Hall to
well aligned. There is some tonal contrast Bidborough Street and no signage either on
between the footway and the carriageway and this important link. The kiosk by junction of
street furniture is contrasted.
Argyle Street reduces sight lines and creates
The carriageway is difficult to cross. There a pinch point near the junction. It has a noisy
are few dropped kerbs but more significantly generator attached to it - auditors wondered
there is heavy traffic flow across six lanes why not is could not use solar power?! Bus
with a central reservation. At crossing points, stop W creates a pinch point and has a solid
tactile paving is installed. There is likely to be end panel. A loose wire pokes out of a tree
a high number of blind and partially sighted pit. There are sawn off posts throughout. The
pedestrians in the area owing to the proximity whole link needs to be re-engineered to
of the RNIB building.
design out cross fall. At same time all the
The quality of the surface is reasonable; clutter and general detritus needs to be
however uneven paving slabs do feature on removed along with the solid end panel of the
the link and may cause users to trip. More bus stop which should be replaced with half
serious is the level of cross fall and the clear panel.
undulations towards the carriageway, which
may destabilise vulnerable users.
There is frequent lighting but it is not focussed
on the footway, which may make the link quite
initimidating at night. CCTV is present and
informal surveillance is provided by high
pedestrian flows; however there are signs
warning about crime in the area. Frontages
opposite are of a high quality, but the
environment is degraded by high levels of
noise and the general impact of the six lanes
of traffic.
RAG status: RED CSA
status:
RED
Overall Priority: *****
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Goodsway tunnel (southside) from Pancras Road to Midland Road (L25)
PERS Audit
CSA Audit
The entire link is of sufficient width which It is hard to believe that this has only been
allows for obstructions and user flows. The recently constructed. Auditors were uniformly
only obstruction is the pedestrian fence on the shocked that they were being sent down such
west side of the link.
an unattractive tunnel which was at once
The link is not permeable owing to heavy subterranean in feel, a canyon of concrete
traffic flows, the absence of dropped kerbs or and clearly engineered only for vehicles.
crossings and also pedestrian barriers
throughout the length of the link. Contrast
clearly separates the footway from the
carriageway and taxi rank.
There is no signage available on the link and
local information on the destination either side
of the tunnel would be helpful.
There is CCTV on the west side of the link
only, which is not likely to view the rest of the
link. However, feelings of personal security
are fair. Despite the link being a tunnel,
exceptional lighting and a reasonable feeling
of space aid perceptions.
The surface is of a good quality and
maintenance of the link is excellent.
RAG status: AMBER CSA
status:
RED
Overall Priority: ****
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Goodsway tunnel (northside) from Pancras Road to Midland Road (L26)
PERS Audit
CSA Audit
Width is acceptable throughout for very low Auditors felt that this link was well lit but
pedestrian flows. The wide link allows for otherwise an awful environment for
safety from vehicles and also allows for pedestrians (see L25).
obstructions which are simply poorly aligned.
A vehicle sign in the tunnel causes narrowing
of width and a signpost on the west end is
very poorly aligned, but the width of the
footway allows for this.
Pedestrians and cyclists are segregated due
to the presence of a cycle lane. However
cyclists were observed ignoring the lane
separation entirely.
There is no formal crossing along the whole
length of the tunnel or at each end. Informal
crossing is difficult owing to a central barrier,
step to the carriageway and a high kerb.
Tactile information is present at the formal
crossings at each end of the link.
There is better signage when approaching
from the west, with a vehicle and pedestrian
sign half way through. There is a finger post
at the west end which is clear, but shows no
distances.
Although well lit, the tunnel would feel isolated
and exposed at night due to lack of users and
lack of surrounding activity. Once on the link
there is no other route to exit and there are
places for concealment at both ends. CCTV
present on the opposite side of carriageway.
The white light used is best practice.
The walking environment is very loud owing
to the tunnel acoustics, despite only low to
moderate traffic flows.
RAG status: AMBER CSA
status:
RED
Overall Priority: ****
March 2008
89
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
A.2 Crossings
Informal crossings at both ends of Goodsway tunnel (C43, C45 & C46)
PERS Audit
CSA Audit
C43 There is no formal crossing provided to
C43 There is no formal crossing here even
match pedestrians’ desire to cross at this though this is the natural place to cross for
location. Users are placed under danger by pedestrians heading north from the station.
the high and speedy traffic flows. There is no means of crossing safely on left
Obstructions are numerous at the crossing, hand side of road - auditors felt that it was
including taxis, a pedestrian barrier, pillars truly terrible for pedestrians. A formal crossing
and traffic signal columns. There are no needs to be created here. It is difficult to
dropped kerbs or provision for sensory access the nature reserve on foot from the
impaired users.
south side of the road. One of roadside
C45 There are no measures to protect barriers by the reserve has crushed. This
pedestrians against speedy traffic. Delay is needs to be repaired or more properly the
significant due to numerous obstructions and need for it should be re-assessed and the
multiple lanes of traffic. The barriers and barriers removed completely.
pillars force users to deviate from the natural
C45 Again new and very poor. Exactly as with
pedestrian desire line.
C43 at the eastern end of the tunnel there is
There is no provision for pedestrians with no crossing here. Auditors again felt that this
mobility difficulties, and kerbs are not was unacceptable and that a formal crossing
dropped. At the crossing point, kerbs are needs to be installed to accommodate people
actually ‘double kerbs’ which mean they are wanting to walk to Camden from the station.
very high.
C46 It appears that pedestrians are supposed
C46 A temporary refuge (bollard and traffic to cross over junction to be on right hand side
signal column island) tempts users to cross of Midland Road if they are healing south.
here. Crossing is highly dangerous as Signage is not pedestrian friendly, as it is not
pedestrians must take account of traffic in obvious where they should cross. This is also
three directions. Because of a taxi lane, the a sign indicating th
e way to St. Pancras that is
crossing traverses three crossing stages, pointing in wrong direction (on north corner of
meaning that pedestrian delay is significant, junction). The signage should be improved.
particularly as the crossing lacks a pedestrian
phase and it is unclear when traffic is stopped
by traffic signals.
RAG status: ALL RED CSA
status:
ALL
RED
Overall Priority: *****
March 2008
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King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Informal across York Way south of Caledonia St (C30)
PERS Audit
CSA Audit
Another informal crossing with no provision to Demand to cross from the station to
aid pedestrians who want to cross at a point developments on the east side of York Way
where the carriageway is heavily trafficked drive large numbers to cross informally at this
with fast flowing vehicles. Many vehicles also location. It is not an easy crossing owing to
change lanes at the precise desire line as the the numbers of vehicle movements (buses,
carriageway narrows, meaning that drivers taxis, cars and lorries (especially
may be concentrating on their manoeuvre and construction)), their speeds and the width of
may not realise pedestrians cross here.
the road. A formal crossing is needed just
Other vehicles accelerate aggressively where past junction with Caledonia St by the
pedestrians cross.
Premier Inn.
Parked vehicles on the eastern side of the
carriageway and buses on the west side
cause sightline reductions.
The delay to pedestrians is uncertain as
pedestrians have to wait for a gap in the
traffic to cross, and the carriageway is
reasonably wide increasing crossing time.
Kerbs are not dropped and are approximately
12cm in height.
RAG status: RED CSA
status:
RED
Overall Priority: *****
March 2008
91
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Informal across Pancras Rd from St. Pancras Station exit towards taxi stand
(C34)
PERS Audit
CSA Audit
There is no crossing provided here despite This is a widely used informal crossing as
there being a clear desire to go from the side there is a lot of pedestrian movement
exit of the station to the taxi stand and King’s between the 2 stations at all times and it is a
Cross Station. As an informal crossing, it long distance from the formal crossing at
lacks features such as dropped kerbs, Euston Rd and at the new shared space by
measures to aid sensory impaired
St. Pancras station. Pancras Rd suffers from
pedestrians. Heavy traffic flows make this a high vehicle speeds at times owing to its
particularly risky crossing. Additionally metal straight and clear sightlines. At the original
security pillars obstruct the approach to the meetings about this project, it appeared that a
crossing, and sight lines are reduced by raised table was planned for this spot to slow
parked cars.
vehicles down and to improve the crossing.
This still needs to be installed. A drop kerb
exists on left hand side of road opposite taxi
rank but there is no drop kerb by the rank.
The drop kerbs on each side of road are,
therefore, not aligned.
RAG status: RED CSA
status:
RED
Overall Priority: *****
March 2008
92
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Across King’s Cross Bridge at junction with Pentonville Rd (southside) (C18)
PERS Audit
CSA Audit
Provision is poor given the high vehicle flows This crossing is often blocked by bendy buses
and speeds and also high pedestrian flows. turning left. There is severe ponding at the
There are no pedestrian request boxes so drops when it is wet. There is a delay of 70
pedestrians continuously cross informally at secs whilst waiting for green man whilst traffic
the formal crossing. Pedestrian barriers flows along Pentonville Road. As with the
prevent any sort of deviation. There is no whole of the area, this is a location that would
pedestrian priority.
particularly benefit from the review of the one
Sightlines when crossing from the north are way system and the creation of increased
blocked by waiting buses. Waiting areas are opportunities for pedestrian crossing on C19.
adequate but the crossing is highly unlikely to
cope during the peak hours as so many
pedestrians cross informally.
High vehicle flows are present around the
crossing, including many turning buses. The
pedestrian phase is very short and has a long
waiting time which leads to excessive
numbers of pedestrians crossing informally.
The crossing delineation is faded but red
demarcation assists legibility. Tactile paving
is correct and intact but there are no buttons,
audible information or rotating cones.
Dropped kerbs are generally well flush with
white edges. Buses continually queue over
the crossing point; this provides obstructions
for pedestrians wanting to cross.
Some utility covers are not flush and a pot
hole is present in the carriageway.
Generally the crossing is clean but there is a
high degree of debris and discarded cigarette
ends by the kerb edge.
RAG status: RED CSA
status:
RED
Overall Priority: *****
March 2008
93
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Informal across Pentonville Rd near King’s Cross Bridge (C19)
PERS Audit
CSA Audit
This informal crossing is used by high Providing a formal crossing on this arm
numbers of pedestrians.
should be a priority as part of a complete
A lack of crossing provision on one side of the review of this junction. Pedestrian demand to
square either forces pedestrians to deviate cross on this desire line is obvious and many
over three crossings or cross the carriageway cross here in spite of the advice not to and
informally. At the informal crossing point, the clear risk involved. There are 3 signs
traffic can queue, hiding pedestrians from saying 'Pedestrians do not cross here'. The
view and barriers which are in place to restrict long-winded alternative is to cross the three
this movement have to be negotiated. At associated arms of the crossing, or to dog leg
other times, traffic moves quickly and to C19 along two already congested links.
pedestrians have to run across the There are lots of poles and railings that need
carriageway.
to be assessed and some removed. There
There is a wide waiting area on the eastern are opportunities for cycle parking on triangle
side of the crossing, but otherwise there is between King’s Cross Road and Pentonville
little space to wait for a gap in the traffic. To Road.
the Caledonia Road side, dropped kerbs are
present and tactile information is provided but
is very dirty and faded.
A traffic bollard in the central reservation
reduces the space available for pedestrians.
There is a significant pot hole to the
carriageway surface.
RAG status: RED CSA
status:
RED
Overall Priority: *****
March 2008
94
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Crossings across Euston Rd (C2, C3, C4 and C7)
PERS Audit
CSA Audit
C2 Moderate to high traffic flows on the
C2 This is a staggered crossing with a narrow
carriageway are observed. Pedestrians only central pen. There is a 60s delay whilst
have priority when the signal is on which Euston Road moves east-west. There is a
means pedestrian users are subject to delay.
steep drop on both sides of carriageway. This
The capacity of the crossing may not cope at is an important crossing that is right outside
peak times particularly as sheep pen railings the British Library. When crossing from north
constrain movements. Of the two stages, the to south there is a delay whilst pedestrians
waiting time on the northern side is excessive are held in the central pen waiting for green
and the pedestrian phase is short.
man on the second stage. As with many
On the northern side of the crossing, queuing crossings over the Euston Rd, the delay
vehicles block the crossing and sight lines are before pedestrians can cross are so long that
obstructed.
pedestrians often attempt to jaywalk in spite
Rotating cones and colour contrast are of the high volumes of often fast moving
correctly provided but tactile paving is vehicles. Auditors felt that the pedestrians
interrupted by utility covers. The gradient of should be catered for better and the green
some drops are quite steep. There may be a man cycle times should be reduced.
drainage problem at the northern side
C3 There is no green man - but drops, tactile
dropped kerb.
and coloured surface on carriageway allow
C3 This marked crossing is at a busy people to cross informally if they choose to -
intersection, with no pedestrian aspect.
and they do. There is no ASL for cyclists so
Pedestrians have to cross when they can, they encroach and have a habit of blocking
often running across the carriageway during crossings. There is a need to install a green
peak hours when there are only small gaps in man and introduce ASL.
the traffic.
C4 Here there is a staggered green man
C4 With medium flows of pedestrians and crossing with a central pen. Crossing either
vehicles, the controlled crossing type is way pedestrians get stuck on central island.
adequate for the context. The crossing is on There is a delay of 60s before crossing
the pedestrian desire line to the north, but begins. On south arm there is a fault - there is
pedestrians using the crossing do not benefit a 15 second delay between the traffic
from direct access to King’s Cross Station.
stopping and the green man appearing - so
There is one pedestrian phase for all the green man phase is effectively shortened.
crossings, but the wait time is very long.
On the northern arm the grill stops the green
Visibility of the green man is slightly obscured man being seen - the grill faces east down the
by the visors installed to stop visibility of the road, not across the road. There is no ASL for
aspect by vehicles.
cyclists so they encroach and have a habit of
Tactile paving has been provided; however blocking crossings. The obvious timing fault
studs are made of metal and are of the wrong needs to be corrected. Signals should be
colour.
phased to prevent delays and to prevent
Security bollards are a significant obstruction pedestrians being held up on central island.
at the crossing but posts have been An ASL should be introduced.
rationalised with crossing lights on the lamp
C7 This is a staggered crossing across 5
column.
lanes of traffic with a 60 sec delay. It is
C7 The controlled crossing is appropriate for comfortable to cross all the way in one go
the context but the sheep pen refuge when heading south, but auditors found that
becomes congested at peak times.
they had to be quick to make it in one go
Pedestrians can face long delays as crossing when crossing northbound. They saw that the
depends on traffic phase. The multiple lanes fastest pedestrians only just make it. The
of queuing traffic reduce sight lines and some delay should be reduced and the crossing
vehicles queue over the crossing space when designed so that both arms can be crossed in
traffic signals are green.
one go.
The refuge is likely to be congested at peak
March 2008
95
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
times. There is a good waiting area width to
the north but it is restricted to the south.
Overall, the time required to cross is very
long. Crossing from the south to the north is
easier and quicker as the northern stage
gives pedestrian priority for a longer period.
The timing on the southern stage is much too
short.
There is no audible information provided but
all rotating cones are operational. Tactile
paving extends to the building line on both
sides as desired.
There is temporary clutter on the south side of
the crossing. The refuge has no obstructions
but maybe congested at peak times, leading
to user conflict.
There is good lighting over the crossing with
some 'piggy back' lighting at the waiting
areas.
Stickering to the request buttons is a problem
here. There is gum staining to surfaces but
very little litter. Surfaces are well maintained.
RAG status: 3 RED (C7 AMBER)
CSA status: 3 RED (C7 AMBER)
Overall Priority: *****
March 2008
96
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Across vehicle access roads to St. Pancras Station Building
(C39, C40, C48 and C6)
PERS Audit
CSA Audit
C39/C40 These crossings traverse across
C39 This is a difficult crossing with no
vehicle entrances to St. Pancras Station. dropped kerbs and is shocking as it is brand
Provision is lacking at these crossings, with new. The pavement narrows considerably at
no dropped kerbs, road markings or signage this point and provision for pedestrians is
available. Information for impaired people is much better on the eastern side of road (L24).
completely missing, placing vulnerable users The desire line is, however, here on this
under risk. The kerbs are excessively high, western side of the road where an
severely limiting accessibility for wheelchair overhanging roof provides some shelter.
users.
Pedestrians are clearly encouraged to make
C48 Pedestrians are unsafe from very high use of this crossing and this link as an M&S is
kerbs. Building works inside and pillars cause about to open close by. It is essential to
sightlines to be blocked. The southern side remedial work is undertaken on this and the
has space for an informal waiting area but the other crossings on link L22 and a drop kerb is
northern side has bollards, pillars and posts installed at the crossing by the Despatch
leaving little room to wait. Dropped kerbs and Centre.
tactile information are missing, severely
C40 Again a brand new crossing made
limiting usage by sensory and mobility difficult by the absence of a drop kerb. A drop
impaired users. Stop line and delineation are kerb needs to be installed.
missing, and spot lights in the tunnel are
C48 Kerbs are steep and stepped. Provide
unlikely to illuminate sufficiently.
dropped kerbs.
C6 This is a crossing across a currently
C6 When the hotel opens there will be a
disused vehicle access point to the south constant flow of taxis across the footway.
entrance of St. Pancras Station. At the Both crossings should be raised to increase
present, vehicles are not present and space safety for pedestrians. This will have no
ownership is therefore high. Dropped kerbs impact on traffic capacity.
are adequately provided, and are equipped
with tactiles.
RAG status: 3 RED (C6 GREEN)
CSA status: ALL RED
Overall Priority: ****
March 2008
97
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Across Midland Rd at junction with Euston Rd (northside) (C5)
PERS Audit
CSA Audit
This is a two-staged crossing across a There is no ASL for cyclists so they encroach
moderately-trafficked road. A high number of and have a habit of blocking crossings. There
pedestrians use the crossing, which suffers is a green man with refuge. The refuge should
from under-capacity. Waiting area on the be widened to allow greater capacity to wait
north side is narrow, and the refuge is safely in middle of road. All surfaces are well
particularly congested and hence not suitable made and flush. Midland Road is one way,
for peak flows or for those on wheelchairs.
which is quite convenient for crossing. The
A number of obstructions including bollards, delay is short and the crossing time long. An
CCTV cameras and temporary construction ASL should be created and the refuge should
material are present.
be widened.
RAG status: RED CSA
status:
RED
Overall Priority: ****
March 2008
98
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Across Pancras Rd at junction with Euston Rd (northside) (C8)
PERS Audit
CSA Audit
The two stages to this crossing are This junction does not cater well for
unsynchronised, leading to severe delay. The pedestrians walking along Euston Road. It
west stage has a very short crossing time of 6 deviates from the desire line so far that a sign
seconds and very long waiting times, but has been installed that states "Do not cross
intermittent flows assist in crossing informally. here". Pedestrians prefer cross on the desire
Wheelchair users have extreme difficulty in line at the mouth of the junction to avoid a 30
crossing. Large deviations are caused by the metre dog leg that is encumbered by using
sheep pen.
the signal controlled crossing provision. With
so many pedestrians crossing on the desire
line at the mouth of the junction, it needs to
be redesigned to cater for this movement.
RAG status: AMBER CSA
status:
RED
Overall Priority: ****
March 2008
99
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Across York Way at junction with Pentonville Rd/Euston Rd (northside)
(C9 and C10)
PERS Audit
CSA Audit
C9 A pelican crossing across a moderately
C9 A very busy crossing point featuring a
busy road. Barriers are present at either side central island that is far too small for the
of the crossing but do not cause excessive numbers who use it and which has other
deviation. Vehicles are seen to queue over crossings heading off in three directions. It is
the crossing space. Delineation is heavily noticeable just how aggressive vehicles are at
worn and the crossing is no longer clear. this point. Auditors felt that casualties were
Surfaces are also poor on the carriageway. inevitable owing to the sheer numbers
The refuge in the centre of the junction is wanting to cross, the inadequate space for
heavily congested throughout the day as it pedestrians and the desire of cars to move
serves 3 crossings. The request button is through the area as quickly as they could.
heavily worn, with no audible information nor The carriageway surface is uneven and the
rotating cones provided. Good tactile is crossing itself is far too narrow. The central
provided at the refuge but is heavily island should be removed to allow
interrupted on the east side.
pedestrians to cross C9, C10 & C11 in one
movement. The crossing needs to be
C10 Pedestrian flows vary on this crossing. widened and the delay for pedestrians
When tours or groups of children cross, the reduced. Auditors felt that vehicles speeds
refuge becomes heavily congested and must be reduced.
capacity exceeded. Width is suitable for
C10 The crossing is too narrow, leading
wheelchairs, but they may struggle under people onto a cluttered central island
crowded conditions. Neither audible
(containing 9 signs of different styles, 1 light
information nor rotating cones are provided. column, 3 cameras mounted on 2 columns, 2
Tactile is of correct colour and in place but the illuminated bollards, 4 traffic light columns
kerb edge is bricked. There is a sign post in and lots of railing) which is not big enough to
the middle of the approach on the south side cope with flows outside peak hours and is like
together with bollards and parked bicycles. A a 'battle-ground' at rush hour. Consequently
CCTV column, traffic lights and barriers at all times of day people avoid the central
obstruct on the north side (refuge). Sightlines island by walking around it. People motor
are adequate.
vehicles turning off Euston Road up York Way
do so at an intimidating speed, passing close
by vast numbers of people waiting on the
island or on the western pavement. The
narrow opening between the guardrail on the
western pavement forces people to bump and
jostle past each other. The nearby kiosk adds
to the claustrophobic feelings associated with
this crossing at peak hours. There is a long
wait for the green man. The central island
should be removed and pedestrians should
be able to cross C9, C10 & C11 in one
movement.
RAG status: C9 RED C10 AMBER
CSA status: C9 RED C10 RED
Overall Priority: ****
March 2008
100
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
March 2008
101
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Across York Way at junction with Wharfdale Road (C52)
PERS Audit
CSA Audit
This is a 2 stage crossing requiring some This is a very poor crossing and its sheer
deviation around barriers. The 2 stage nature over-engineering points to many of the
of the crossing with the fast moving traffic problems in the area. At no point is direct
creates some delay. Damage to pedestrian crossing possible and pedestrians have to
barriers need to be addressed.
wait on the island in middle of road. The
damage that has been caused to the crossing
and its guard rail point to the high vehicle
speeds and heavy vehicles movements in the
area. Auditors felt that the crossing should be
redesigned to allow pedestrians to cross road
in one go and vehicle speeds should be
lowered to reduce the threat to pedestrians at
the crossing. Key here too is the proximity of
the crossing to the northern entrance to
King’s Cross which is widely used by local
people. Auditors were extremely concerned
this could be closed off to pedestrians during
redevelopment of the station; they observed it
was regularly used by people on foot which
implied need for entrance at this point. Local
people felt it was vital to retain this northern
access to the station. If closed, alternative
access would be via Goods Way which felt to
be dangerous, especially at night.
RAG status: RED CSA
status:
RED
Overall Priority: ****
March 2008
102
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
A.3 Routes
From St. Pancras Station along Gray’s Inn Road to
Eastman Dental Hospital (R3)
PERS Audit
CSA Audit
Deviations are minimal on this route. Crossing It was widely agreed that this is an important
points are limited along the entire length of the route and that it is not very good due to
route especially across the A5200, but a good crossing the Euston Road and the relative
Zebra crossing is provided opposite the dental width of the pavement at particular hotspots,
hospital. All side roads are easy to cross. like bus stop R (see PT7). The route is utterly
Barriers and very high traffic flow restrict dominated by up to 4 lanes of one-way
movement on Euston Road. Sightlines are traffic.
reduced by the bend in the road on Gray’s Inn
Road.
Road safety is poor along Euston Road with
very high vehicle flows. The environment is
degraded and unattractive towards the
southern end, with low quality shops and fast
food outlets. Frontages are of poor quality and
appear run down. Lighting is carriageway
focused, leaving the footpath dark at night.
Information to the hospital is limited to a map
at St. Pancras Station. Tactile is provided at all
formal crossings but incorrectly coloured grey
at some side roads. Textured paving is
provided around trees.
No formal rest points are seen along the route,
although some seating at bus stops and low
walls provide informal rest points. The
southern end of the route would not feel safe to
rest especially at night. Some attempts have
been made with soft landscaping but low
branches and uplifting roots cause problems.
Poor surface quality is observed at some
locations.
RAG status: RED CSA
status:
RED
Overall Priority: ****
March 2008
103
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
From St. Pancras Station along Gray’s Inn Road to the Royal National Throat,
Nose and Ear Hospital (R4)
PERS Audit
CSA Audit
The route follows the same path with R3 for
the most part. Formal crossing points exist
along Euston Road, but are missing along
Gray's Inn Road. Importantly there is no
crossing outside of the Hospital. Moderate to
high traffic flows are observed, especially on
Euston Road. A lack of dropped kerbs is
evident at several locations. Parked vehicles,
carriageway curvature and footway
obstructions significantly reduce sightlines on
Euston Road.
The environment is very intimidating even
during the day due to lower quality frontages
and a lack of maintenance. Many shops are
closed or abandoned. There is some
evidence of anti-social behaviour. Lighting is
carriageway focused so the area is likely to
feel quite dark at night.
There is no signage to the Royal National
TNE Hospital – the only information available
is on the map at the station. It is therefore
difficult to follow the route, especially since
the areas around the station are very busy
with pedestrians and high traffic volumes on
large carriageways. Tactile is provided at
most formal crossing points but is not
necessarily correct.
RAG status: RED
CSA status: N/A
Overall Priority: ****
March 2008
104
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
A.4 Waiting areas and spaces
Bus Stop G westside on York Way alongside King’s Cross Station (PT7)
PERS Audit
CSA Audit
Pedestrians have to run across York Road as PT7 was identified by auditors as a major
there are few crossings and the carriageway public transport waiting area for people going
is wide and heavily trafficked. As informal to/from KX. This bus stop is major drop off
crossings, there are no measures in place to point, but currently the pavement is extremely
aid pedestrians trying to cross to the bus stop; narrow. There is again a problem with lack of
as such this is a dangerous manoeuvre.
signage to the King’s Cross station entrance.
The capacity of the waiting area and the This is especially difficult for pedestrians with
shelter is inadequate, resulting in user conflict children or who are infirm. The available
on the adjacent footway.
space is wholly weighted in favour of cars at
Signs at the stop advertise CCTV in the area present: there is a need to widen the
and incidents could be reported to the local pavement (both now while the works on the
police station. However, at night there is likely station are in progress and in the longer term
to be a decrease in footway activity and once they have finished), to give pedestrians
informal surveillance may not be so readily and bus stop users the space they need. The
gained.
pavement is less than 3.5m wide and passing
Environmental quality of the waiting area is pedestrians typically bypass the queues by
poor. The stop faces a blank wall of King’s walking into the road. Auditors said it is a
Cross Station and not all frontages are bad place to wait and to pass by at the
occupied on the other side of the busiest times. In general auditors felt that
carriageway. In particular, the boarded up traffic was moving too fast along York Way
adult book shops lower visual appeal. There and there was a need to slow down traffic.
are high levels of traffic noise but They recommended introducing 20 mph
maintenance appears fair.
speed limit on this and surrounding roads. It
was also felt to be important to get across the
message that the area is partly residential.
At present there are no seats and no shelter
at the stop - these should be installed once
more space is created.
RAG status: RED CSA
status:
RED
Overall Priority: *****
March 2008
105
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Bus Stop eastside of Caledonian Rd south of Caledonia St (PT8)
PERS Audit
CSA Audit
The main problem with the waiting area is the As with many bus stops in the area there is
poor environmental quality of the stop and little space for those waiting for the bus and
surrounding area, which makes it
pedestrians using the pavement. Space
unwelcoming for waiting pedestrians and also needs to be re-allocated from vehicles to the
decreases users’ perceptions of safety.
large numbers of pedestrians in the area.
Shop frontages are poor, there is no
landscaping and noise levels are high. There
is graffiti in a stairwell recess near to the stop,
which could also be used as a place for
concealment. Lighting is present but offers
illumination to the carriageway only. There is
a light to the shelter. Maintenance also
appears insufficient; there is a lot of dust
around the waiting area and surfaces are not
clean.
There is also a problem with access to the
waiting area. Crossings are some distance
away from the waiting area, which
encourages informal crossing of a busy road.
Additionally, at the formal crossings there is
minimal tactile paving. The waiting area is
quite narrow, and in particular wheelchair
users are likely to struggle to get past waiting
pedestrians.
RAG status: RED CSA
status:
RED
Overall Priority: ****
March 2008
106
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Bus Stop X outside former King’s Cross Thameslink Station (PT5)
PERS Audit
CSA Audit
The attractiveness of the stop is reduced by Situated on a link that is very busy. Auditors
the heavy vandalism to the waiting area suggested removing the railing and taking
shelter, possible places for concealment, a away much of the clutter in the area.
lack of nearby lighting, no soft landscaping,
homeless people using the shelter to sleep
and sit, high traffic noise levels and poor
maintenance.
Additionally, there is no seating and the
shelter is small for the number of users which
results in pedestrians using the station for
cover. Both of these factors result in high
levels of user conflict around the waiting area.
Kerbs at the stop are not suitably raised,
causing problems and delay to some
boarding and alighting passengers.
The waiting area scores poorly as pedestrians
are unable to directly cross to the waiting area
owing to the presence of central reservation
barriers, and the formal crossing
approximately 20m to the south of the waiting
area has uneven paving on approach.
The waiting area itself is clearly visible from
the pedestrian route, with a bus map visible
on the shelter and the majority of timetables
are present. Additionally, real time information
is provided.
RAG status: RED CSA
status:
RED
Overall Priority: ****
March 2008
107
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Bus Stop M northside of Euston Rd outside King’s Cross tube entrance (PT2)
PERS Audit
CSA Audit
The information in the station is useful and Auditors felt that this was a ludicrous place to
shows the approximate location of the waiting locate a bus stop. The pavement is far to
area, and the bus stop is visible and branded. narrow to accommodate a shelter or seats.
There is a standard set of information at the The pavement needs to be widened
stop which is well presented. A key problem regardless of whether the bus stop is there or
at the stop is that there is no shelter, and not. The bus stop needs to be relocated.
seating is not provided.
There is a crossing approximately 20m north
east of the stop, but 100m to the south west.
Conflict may be a problem at the stop
between waiting passengers and passing
footway pedestrians. The high numbers of
pedestrians do result in high levels of informal
surveillance although in the off peak the
waiting area may feel isolated. Lighting is
present within close proximity of the waiting
area. There is a telephone to the south west
of the stop, but is approximately 80 to 100m
away. Frontages are well presented, which
aids perceptions of safety. However they are
dirty, thus lowering environmental quality.
Much of the footway is clean but the footway
edges have dirt and debris. There is no litter
bin.
RAG status: RED CSA
status:
RED
Overall Priority: ****
March 2008
108
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Bus Stop A outside Camden Town Hall southside of Euston Rd (PT6)
PERS Audit
CSA Audit
There is no opportunity for pedestrians to Bus stop W creates a pinch point and has a
cross informally at the waiting area as central solid end panel. The solid end panel should
barriers prevent crossing. This results in be removed to reduce pinch point.
deviations to access formal crossings of
approximately 30m in either direction of the
waiting area.
Kerbs at the waiting area are not suitably
raised, and pedestrian conflict on the footway
results from waiting pedestrians. Other
infrastructure problems include a lack of
footway focussed lighting, where the closest
lighting to the stop is obscured by a tree.
There is both seating and a shelter present.
The waiting area is clearly visible but there is
no local information or additional information
provided. Timetables are present, and there
is only minor graffiti to infrastructure. The
stop is clean owing to street sweepers and
cleansing workers. However, a litter bin has
not been provided. Environmental quality is
somewhat decreased by very high noise
levels; however this is partially offset by the
excellent sense of place that St. Pancras
Station offers, as well as the presence of soft
landscaping.
RAG status: AMBER CSA
status:
RED
Overall Priority: ***
March 2008
109
King’s Cross/St. Pancras Stations PERS AND CSA Audit
Final Report
Between St. Pancras Station & King’s Cross Station side entrances (IS5)
PERS Audit
CSA Audit
The main desire lines between the stations The shared space is good but the area to the
are blocked by queuing taxis and the east is so compromised by large scale
construction car park. St. Pancras is very construction works that it is currently a very
easy to identify as finger posts are provided. poor trial that pedestrians have to follow
However, King’s Cross is less clear and between these stations.
many pedestrians in the area lose their way
en route to King’s Cross. The St. Pancras
area is of high quality, however King’s Cross
is a building site and is unpleasant to use,
particularly as the construction work creates
mud and debris on the footways. The
construction work does create high levels of
informal surveillance at the interchange
space. Seating, shelter and toilets are
provided at both stations.
RAG status: RED CSA
status:
RED
Overall Priority: ****
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Between St. Pancras Station, Underground and
Bus Stops A & M on Euston Rd (IS1)
PERS Audit
CSA Audit
Crossings are provided for pedestrians at This is very poor. As we have seen the bus
surface level as well as there being subways. stops on the northern side are located on
Pedestrians do not have to cover large extremely narrow pavements. On the south
distances at the interchange space.
side the shelter causes a pinch point.
Information is not present at all potential Pavement widths on the northern side of
areas but there is no clear interchange Euston Rd are simply inadequate.
space. In particular there is a lack of
assistance or provision to aid disabled
pedestrians.
High street activity results in fair levels of
user perception and CCTV is present at the
subway entrance. One of the most significant
problems is the lack of seating, which is only
present at the subway entrance. The
significant impact of the traffic is detrimental
to the overall environmental quality.
RAG status: RED CSA
status:
RED
Overall Priority: ****
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Between Bus Stop T, Taxi Rank on Pancras Road
and St. Pancras and King’s Cross stations (IS4)
PERS Audit
CSA Audit
The interchange space offers access to four Sometimes high vehicles speeds and a
modes of transport, but those across St. crowded environment make what should be a
Pancras Road are difficult to access. There good interchange space far less successful.
are no dropped kerbs on the pedestrian
desire line and tactile information is coloured
grey. Bollards are present at the entrance to
St. Pancras Station which obstruct the
pedestrian flow. Signage is present from
finger boards as well as at the taxi rank and
public transport stops. Sight lines between
modes are also clear.
The space may be intimidating at night but
lighting appears adequate and pedestrian
activity is high.
Seating is present at all modes with the
exception of the taxi rank, and shelter is
available at all modes. Environmental quality
is decreased by mixed levels of maintenance,
and drainage in particular may be inadequate
around PT1. Maintenance is observed to be
adequate.
RAG status: RED CSA
status:
RED
Overall Priority: ***
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British Library Plaza (PS1)
PERS Audit
CSA Audit
The public space is very well signed for Auditors questioned whether this was really a
wheelchair users, showing the access route public space as it gets locked at night and on
which avoids using steps. The entrance to some days of the year. Visitors could easily
the public space is visible from most points walk past it and not realise it is a public
although hedges (used to divide the space) space. If it is being classified as such, it
partly restrict visibility.
needs to be more welcoming.
CCTV is seen pointing into the space, and
low level lighting is frequently provided. The
café also gives the opportunity for informal
surveillance and additionally provides shelter.
Benches and low wall are present for use and
the library offers toilets. The space is very
clean and surfaces are well kept. The public
space is extremely tranquil, with people
relaxing with a drink, workmen sitting during
breaks, library users and school children
sitting with teachers.
RAG status: GREEN CSA
status:
AMBER
Overall Priority: **
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Final Report
Appendix B: CSA Stakeholder List
Organisation
Participants
Lunchtime Audit
Local Residents
6
King's Cross Environment Group
2
Camden Civic Society
2
Other Local Organisations (names not taken)
3
Friend of Capital Transport
1
Cyclists' Touring Club (CTC)
1
Sustrans 1
Cambridge Rail User Group member
1
Transport for London
1
Sub Total
18
Evening Audit
The National Council for Voluntary Organisations (NCVO)
2
Islington Living Streets
1
Cally Rail Group
1
Local Resident - Pentonville Rd
1
Local Resident - Wharfdale Rd
1
King's Cross Environment Group
1
Camden Corner
1
Royal National Institute of Blind People (RNIB)
1
Camden Council
1
Local Resident - Argyll Square
1
Local Resident – New Wharf
1
Sub Total
12
Grand Total
30
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Appendix C: Reference codes for all audit
components
Links
Name ID
Code
Euston Rd (northside) from Ossulston St to building works
L1
Euston Rd (northside) from Pancras Rd to St. Pancras entrance
L2
Euston Rd (northside) from Pancras Rd to York Way
L3
Subway under Euston Rd at King’s Cross Station
L4
Pentonville Rd (northside) from York Way to Caledonian Rd
L5
Pentonville Rd (northside) from Caledonian Rd to Northdown St
L6
Pentonville Rd (southside) from King’s Cross Rd to King’s Cross Bridge
L7
Pentonville Rd (southside) from King’s Cross Bridge to Gray’s Inn Road
L8
Euston Rd (southside) from Birkenhead St to Crestfield St
L9
Euston Rd (southside) from Crestfield St to Argyll Rd
L10
Euston Rd (southside) from Argyle St to Judd St
L11
Euston Rd (southside) from Judd St to Mabledon Place
L12
Caledonian Rd (southside) from Pentonville Rd to Caledonia St
L13
Balfe St (westside) from Caledonian St to Wharfdale Rd
L14
Caledonia St (both sides) from Caledonian Rd to York Way
L15
Railway St (both sides) from Balfe St to York Way
L16
York Way (eastside) from Wharfdale Rd to Pentonville Rd
L17
York Way (westside) from Railway St to opposite Caledonia St
L18
Caledonian Rd (eastside) from Keystone Crescent northside to Pentonville Rd
L19
York Way (westside) from opposite Caledonia St to Euston Rd
L20
Pancras Rd (westside) from to Euston Rd to St. Pancras central entrance
L21
Pancras Road (westside) from St. Pancras central entrance to Goods Way
L22
Pancras Rd (eastside) from Euston Rd to Old Pancras Rd
L23
Pancras Rd (eastside) from Old Pancras Rd to Goodsway
L24
Goods Way tunnel (southside) from Pancras Rd to Midland Rd
L25
Goods Way tunnel (northside) from Pancras Rd to Midland Rd
L26
Midland Road (westside) from Pancras Rd to British Library
L27
Midland Rd (eastside) from Pancras Rd to St. Pancras westside entrance
L28
Central link on Midland Rd at Taxi Rank
L29
Midland Road (westside) alongside British Library to Euston Rd
L30
Footway to the east of Pancras Road
L31
Crossings
Name ID
Code
Across Ossulston St at junction with Euston Rd (northside)
C1
Across Euston Rd at junction with Ossulston St (eastside)
C2
Across Euston Rd at junction with Midland Rd (westside)
C3
Across Euston Rd at junction with Midland Rd (eastside)
C4
Across Midland Rd at junction with Euston Rd (northside)
C5
Across access to construction site on Euston Rd east of Midland Rd
C6
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Across Euston Rd at junction with Argyle St (eastside)
C7
Across Pancras Rd at junction with Euston Rd (northside)
C8
Across York Way eastern stage at junction with Pentonville Rd (northside)
C9
Across York Way western stage at junction with Euston Rd (northside)
C10
Across Euston Rd between refuges at York Way
C11
Across Gray's Inn Rd to the central refuge at junction with York Way
C12
Across Gray's Inn Rd at junction with Pentonville Rd (southside)
C13
Across Pentonville Rd at York Way to corner of Gray's Inn Rd
C14
Across Pentonville Rd at Caledonian Rd (westside)
C15
Across Caledonian Rd at junction with Pentonville Rd (northside)
C16
Across Pentonville Rd & King’s Cross Rd at
junction with Northdown St (westside)
C17
Across King’s Cross Bridge at junction with Pentoville Rd (southside)
C18
Informal across Pentonville Rd near King’s Cross Bridge
C19
Across Birkenhead St at junction with Euston Rd (southside)
C20
Across Crestfield St at junction with Euston Rd (southside)
C21
Across Belgrove St at junction with Euston Rd (southside)
C22
Across Argyle Street at junction with Euston Rd (southside)
C23
Across Judd St at junction with Euston Rd (southside)
C24
Across Caledonia St at junction with Caledonian Rd (westside)
C25
Across Caledonian Rd between Balfe St & Keystone Crescent
C26
Across Railway St at junction with Balfe St (westside)
C27
Across Railway St at junction with York Way (eastside)
C28
Across Caledonia St at junction with York Way (eastside)
C29
Informal across York Way south of Caledonia St
C30
Across Keystone Crescent northside access at Caledonian Rd (eastside)
C31
Across Keystone Crescent southside access at Caledonian Rd (eastside)
C32
Across Omega Place at junction with Caledonian Rd (eastside)
C33
Informal across Pancras Rd from St. Pancras Station exit towards taxi stand
C34
Across Pancras Rd south of split with old Pancras Rd
C35
Across new Pancras Rd just north of split with old Pancras Rd
C36
Across old Pancras Rd just north of split with new Pancras Rd
C37
Across new Pancras Rd north of split with old Pancras Rd
C38
Across Euro Despatch Centre access at junction with Pancras Rd (westside)
C39
Across car park access at junction with Pancras Rd (westside)
C40
Across Goods Way at junction with Pancras Rd (eastside)
C41
Across Carnley St at junction with Goods Way (northside)
C42
Informal across Goods Way at junction with Pancras Rd (westside)
C43
Across Pancras Rd at junction with Midland Rd (northside)
C44
Informal across Pancras Rd northeast of Midland Rd
C45
Informal across Midland Rd southside of Pancras Rd
C46
Across Brill Place at junction with Midland Rd (westside)
C47
Across vehicle entrance to St. Pancras Station off Midland Rd (eastside)
C48
Across Midland Rd south of Brill Place to central link between carriageway &
Taxis C49
Across Taxi Rank from St. Pancras Station to central link at Midland Rd
C50
Across Midland Rd to central link between carriageway & taxis (south of C49)
C51
Across York Way at junction with Wharfdale Road
C52
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Routes
Name ID
Code
From St. Pancras Station to the former King’s Cross Thameslink Station
R1
From St. Pancras Station (western entrance) along Midland Rd
to the British Library
R2
From St. Pancras Station along Gray's Inn Rd to Eastman Dental Hospital
R3
From St. Pancras Station along Gray's Inn Road to the Royal National Throat,
Nose and Ear Hospital
R4
Public Transport Waiting Areas
Name ID
Code
Bus stop outside Library northside of Euston Rd west of Midland Rd
PT1
Bus Stop M northside of Euston Rd outside King’s Cross tube entrance
PT2
Bus Stop D outside King’s Cross Station - south stand
PT3
Bus Stop E outside King’s Cross Station - north stand
PT4
Bus Stop X outside former King’s Cross Thameslink Station
PT5
Bus Stop A outside Camden Town Hall southside of Euston Rd
PT6
Bus Stop G westside on York Way alongside King’s Cross Station
PT7
Bus Stop eastside of Caledonian Rd south of Caledonia St
PT8
Bus stop T outside St. Pancras Station westside of St. Pancras Rd
PT9
Taxi rank outside St. Pancras Station eastside of Pancras Rd
PT10
Bus Stop S at St. Pancras Station entrance on Midland Rd
PT11
Public Spacecs
Name ID
Code
British Library Plaza
PS1
Interchange Spaces
Name ID
Code
Between St. Pancras Station, Underground and Bus Stops A & M on Euston
Rd IS1
Between King’s Cross Station & Bus Stops northside on Euston Rd
IS2
Between former King’s Cross Thameslink & Bus Stop
IS3
Between Bus Stop T, Taxi Rank on Pancras Rd and
St. Pancras & King’s Cross stations
IS4
Between St. Pancras Station & King’s Cross Station side entrances
IS5
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