Five things we already know about Crossrail 2’s Euston-St. Pancras mega-station

Could all this be one station soon? Euston (left), St. Pancras (centre), Kings Cross (right). Image: Google.

Okay, Crossrail hasn’t even finished yet, but there’s no better time to get excited about all things Crossrail 2 than at least 12 years too early.

By far the most impressive sounding of the improved stations it’ll bring is north London’s new, so-called ‘megastation’: Euston St. Pancras. This will involve joining Euston and King’s Cross St. Pancras together as one giant underground station. Some versions of the plans show Euston Square being absorbed into the whole thing, too.

And so, to whet your appetite, here are five (loosely defined) facts about the proposals.

1. It will be the biggest station in London…

At the moment, the south rules, with Waterloo receiving 100m or so entry and exits annually – a number very likely to grow over the coming years.

The proposed Crossrail 2 route.

Fairly impressive, you might think. Not to Euston St. Pancras, which merges two of the busiest train stations in the capital (and, let’s not forget, Euston Square).

Even without considering the capacity increase brought by Crossrail 2 – around 10 per cent, to be precise – a merger of the three stations now would serve a whopping 150m people per year. That’s about 5 per cent of all the passengers on the entire underground network, passing through that station alone.

2. ...so big, in fact, that you might be able to get a train from one end to the other

“This is Euston St. Pancras. The next station is Euston St. Pancras.”

Sure, Bank may be a hellish labyrinth (especially in this never-ending heat) but it’s not quite a 15-minute brisk walk end-to-end. That’s about how long it takes to walk along the Euston Road, from the westernmost proposed entrance to the easternmost entrance of King’s Cross St. Pancras, as it currently stands.

Oh god: an unofficial draft of the 2040 tube map, showing Crossrail 2. Image: Ali Carr.

Just as well then, that Euston St. Pancras may well end up having a tube journey from end to end. Today, both the Victoria line and Bank branch of the Northern line run east from Euston to King’s Cross St. Pancras. If HS2 ends up meaning Euston Square gets in on the action too, that’ll be five different tube lines which will do this. If that’s not the definition of a megastation, I’m not sure what is.

3. Its trains will serve destinations over 1,000 miles apart

Okay, I accept that maybe this is cheating. This isn’t technically a fact about the tube station – although it would be a pretty impressive show of one-upmanship on Crossrail’s Reading-Shenfield record.

It is, however, the distance you’ll be able to travel with just one change in the Euston-King’s Cross-St. Pancras complex. Euston’s Caledonian sleeper can take you up to the capital of the Highlands, Inverness, whilst St. Pancras’s Eurostar service stretches down to Marseilles on the Mediterranean coast in the summer.

Unfortunately, no reliable source could tell me whether Hogwarts is to the north or south of Inverness, so I haven’t been able to account for services departing from Platform 9¾.

4. Euston St. Pancras will finally out-do Liverpool Street for number of lines served

Right now, King’s Cross St. Pancras serves the largest number of lines on the tube network, six. It shares this title with Bank (Central, Northern, Waterloo & City, DLR), if you count Monument (District, Circle). It sort shares it with Liverpool Street (four tube lines, plus Overground and TfL Rail), too.

Thanks to that pesky Crossrail 1, Liverpool Street will soon increase its count to seven – replacing TfL Rail with the proper Elizabeth Line, and gaining a direct link to the Northern line’s Bank branch at Moorgate. But, following a £30bn infrastructure project and three-station merger, Euston St. Pancras will finally leave Liverpool Street in the dust with an unprecedented eight lines – gaining Euston’s Overground coverage and, of course, Crossrail 2.


5. It has a really stupid name

Now, this may sound like an opinion rather than a fact – but hear me out.

King’s Cross is perhaps the most significant station of the three. Firstly, it is the name most associated with that area of London these days, despite St. Pancras’s long history as the rightful title of the area. It thus seems ludicrous to drop it from the name of the station.

Secondly, doing so threatens to reignite a centuries-long rivalry. The original King’s Cross station, home of the Great Northern Railway, used to host its rivals, the Great Midlands Railway, until the latter decided to build the bigger, fancier station just over the road.

Despite the Great Midlands’ best efforts, King’s Cross still stands strong, even beating St. Pancras in passenger numbers. So, let’s not let the TfL naming system glibly allow the neo-gothic flashman of a station finally do in its older, less ostentatious rival.

 

Proposed works in the Euston St. Pancras area. Image: Crossrail 2.

Then what should we end up calling it?

Perhaps we can add another fact to the list with the most convoluted name: Euston Square King’s Cross St. Pancras. Or opt for the subtler Somers Town, the home of all three stations, from the Great Northern-Midlands rivalry until now – and the place shaped most by this monumental project.

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The media scumbag’s route of choice: A personal history of London’s C2 bus

A C2 bus at Parliament Hill. Image: David Howard/Wikimedia Commons.

London’s C2 bus route, which runs from Parliament Hill, by Hampstead Heath, down to Conduit Street, just off Regent Street, is one of the bus routes recently earmarked for the chop. It has oft been noted that, of all the routes recently pencilled in for cancellation after a consultation late last year, it was the one most likely to survive, for the simple reason that it links liberal suburban north London with BBC Broadcasting House and Soho; it’s thus the route most likely to be used by people who can convince someone to let them report on its imminent demise.

So it would come as no surprise that former Guardian editor Alan Rusbridger took to the Camden New Journal when the consultation began, arguing that it would be a disservice to the local community to discontinue a route where you can always get a seat – seemingly missing the point that the fact you can always get a seat is not a great sign of the route’s usefulness.

It wasn’t always that way. When I left university in 2000, and moved from accommodation near college to up to a rented shared house in N6, the C2 was my bus. I commuted to Soho for sixteen years: for more than a decade from flats around the Swain’s Lane roundabout, and for five years from Kentish Town. While my place of work bounced around from Golden Square to Lexington Street to Great Marlborough, it was always the most convenient way to get to, and from, work; especially given the difference between bus and tube prices.

So when it comes to the C2 I’ve seen it, I’ve done it, and bought the bus pass. And by bus pass, I mean those little paper ones that still existed at the beginning of this century. Not just before contactless, but before Oyster cards.

More importantly, it was before London buses operated a single zone. There was an outer zone, and an inner zone, with different prices. To travel from one zone to another cost £1.30, meaning an all cash commute was £2.60, whereas a paper bus pass was £2.00. That made it worth your while to divert to an early opening newsagents on your way to the bus stop (GK, in my case), even if you only got two buses a day.

It’s a measure of how greatly London’s buses have improved over the last twenty years, since first brought under control of the mayoralty, that pretty much everything about this anecdotage, including the prices, seems faintly mad. But there’s more: back when I started getting that bus down to Stop N, literally at the very end of the route, the C2 used single decker buses with a single door. It’s an appalling design for use in a crowded city, which meant most of any journey was, for most passengers, spent fighting your way up and down the middle of the bus to find a seat, and then back again to get off; or – and this was more likely – fighting your way up the bus to get into standing space the driver insisted was there, before fighting your way, etc.

Such buses – and in my former life in the English Midlands I went to school on one of these buses every day – are perfectly functional where bus stops are infrequent and buses rarely standing room only. But running through Camden Town at rush hour, they’re wholly unfit for purpose.

A Citypacer. Image: RXUYDC/Wikimedia Commons.

It could have been worse. I didn’t know this at the time, but a few years before the C2 route had been run using Optare City Pacers. Those are, let us be frank, not really buses at all, but minibuses. That’s something the reveals the C2’s origins, as a hopper route to the west end largely intended for the daytime use of Gospel Oak’s pensioners in the years immediately before bus privatisation. (The C11 has a similar origin, taking the same constituency from Archway to England’s Lane.)

Once responsibility for London Buses was moved to the newly established mayoralty, things improved dramatically. Under Ken Livingstone it went double decker in 2005, and 24 hour in 2007. Under Boris Johnson it was extended from its once, and future, terminus of Conduit Street to Victoria Station, swallowing up the cancelled sections of the 8 bus; this extension was quietly disposed of a few years later, once it was clear no one would notice. (I did.)


In those years I must have taken a C2 the best part of ten thousand times; but for all the years when I wouldn’t have been able to live without the C2, times have reduced its utility, and not just for me. I’m now a 214 sort of guy: these days the top chunk of the C2 route is duplicated exactly by that other bus, which starts up in Highgate Village and, once it gets to Swain’s Lane, follows the same path until the fork of Kentish Town Road and Royal College Street, opposite the long defunct South Kentish Town tube station.

From a few hundred metres below that point, at Camden Gardens, stop C, the 88 starts. That duplicates the rest of the C2’s route, with the exception of the run down Albany Street and onto Great Portland, for much of which the C2 is the only bus.

So the C2, old friend that it is, is pretty redundant in the age of the hopper fare, which allows you to change buses without paying a second fare. That’s even more true now the C2’s otherwise un-serviced stops are being giving over to a re-routed 88, which will pick up the C2’s most northern leg, by not finishing at Camden Gardens anymore and instead going all the way to Parliament Hill Fields. Which will be nice for it.

All this, however, ignores the best reason for getting rid of the C2 (or rather for merging it with the 88, which is what’s actually happening): that first character. The letter. Who wants a bus route with a letter in front of it when even half the night buses don’t have the N anymore? It’s relic of the route’s aforementioned origins as a ‘Camdenhopper’.

That C is twenty five years past its own utility. It’s just untidy. City Metric hates that sort of thing. Get rid.