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Wouldn't that create quite a narrow corridor through which everybody arriving or departing from all 16 platforms would have to mix, effectively on a continuous basis? It would also mean that the toilets were only accessible from inside the barrier.
At least King's Cross has broadly separated the main exit and entry barrier flows (for platforms 0-8) which wouldn't be the case at Euston. It has also managed to separate out most of the local services to platforms 9 and 10, St Pancras Low Level/Thameslink or Moorgate/Highbury & Islington/Finsbury Park.
There really is a limit to what can be achieved with Euston's main building as it currently stands. King's Cross had a totally new side concourse and greatly enhanced Underground access options.
That would be a further benefit! Their condition has substantially worsened since they became de-facto public toilets for the area including all manner of undesirables (though not worse than Charing Cross where they really feel unsafe to me), but equally charging people who have already paid for tickets for access seems unfair.
That would be a further benefit! Their condition has substantially worsened since they became de-facto public toilets for the area including all manner of undesirables (though not worse than Charing Cross where they really feel unsafe to me), but equally charging people who have already paid for tickets for access seems unfair.
I'm suggesting that it's not the railway's job to provide general public toilet facilities. Like any other business they are provided for that business's customers. If Camden Council wish to provide public toilets, and I agree they should, then they should provide them themselves.
The issue isn't them using the toilets, though, it's them treating them with disrespect.
An observation from Euston this afternoon, I noticed Avanti services were being advertised well in advance. Between 20-30 minutes before the departure time, that platforms were being advertised.
LNR services, however, are still being advertised around the 10 minute threshold. The XX:46 Crewe service is particularly prone to this.
I thought that the relevant area, under the middle of the mezzanine, was used for seating now. I haven’t used Euston for a couple of weeks; has it changed again?
I can recall - though not in exact detail - that in the later days of B.R. InterCity the routes with a close headway (London to Birmingham and to Nottingham certainly) were marketed as 'InterCity Shuttles' where there was always a train available for boarding at the originating station. 'Available for boarding 30 minutes before departure time' was, I think, the offer.
I'm a semi-regular user of this and it feels by far the candidate to be late in from the southbound journey putting it under pressure to get going north
For a long time on this thread there seemed to an implication or assumption that it was Avanti staff that ‘controlled’ when (all) departures were actually displayed as boarding, platform open and announcements made.
Has this role explicitly been taken on by Network Rail now? (And if ticket checking staff are not in position then passengers can just stream on to the platform anyway?)
Train is prepared (cleaned / restocked etc.) for departure
Train is "handed over" by prep/platform staff to station control that departure train is ready for boarding
Station control boards the departing service by advertising (unsurpressing) the platform on CIS.
There is or has been a disconnect between 2-3-4 at Euston which simply does not happen elsewhere.
Euston is a NR ran station and it tends to be (not universally) NR controllers who manage the station control room along with other tasks (such as the station fire panel) and there may also be some TOC staff there assiting with operations during disruption or with fleet/crew roles.
Obviously something has gone wrong - and I would suggest there was a cultural approach / system that had long existed and was never challenged properly / never percieved to be a problem - at Euston to get to the state is at and some very simple fixes in terms of communications and process have been introduced to hopefully resolve the problem
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An observation from Euston this afternoon, I noticed Avanti services were being advertised well in advance. Between 20-30 minutes before the departure time, that platforms were being advertised.
LNR services, however, are still being advertised around the 10 minute threshold. The XX:46 Crewe service is particularly prone to this.
Awful experience at Euston tube this evening. 2 of the 3 escalators at the tube entrance/exit out of service. The remaining escalator was set for up, exiting the tube station
Passengers entering the tube station were sent to the stairs next to the ticket office. Huge crowd at the top of the staricase, with a lot of suitcases.
Awful experience at Euston tube this evening. 2 of the 3 escalators at the tube entrance/exit out of service. The remaining escalator was set for up, exiting the tube station
Passengers entering the tube station were sent to the stairs next to the ticket office. Huge crowd at the top of the staricase, with a lot of suitcases.
It was like that on Tuesday as well. If it had been announced on the incoming train I'd have used the DC platforms route as well, but by the time I was at the front of the station that was too much of a double back, having to push my way back across the concourse.
There doesn't seem to be any obvious reason why the old direct (indoor) route couldn't have been fitted with similar lattice gates, which would have achieved that without unnecessarily forcing passengers outside at all other times. Once again passenger comfort and convenience comes nowhere in the priority order, which seems to be the norm at Euston.
There doesn't seem to be any obvious reason why the old direct (indoor) route couldn't have been fitted with similar lattice gates, which would have achieved that without unnecessarily forcing passengers outside at all other times. Once again passenger comfort and convenience comes nowhere in the priority order, which seems to be the norm at Euston.
Having the two stations permanently distinct (for most travellers; yes I know about the subway to/from the ‘suburban’ platforms) has benefits in many situations. Fire alarms, security alerts, overcrowding, strikes, engineering work and so on can occur independently on the two modes.
It is not good practice to have the route to/ from the concourse constantly changing with people coming up the escalators uncertain about which way to turn ‘today’. More generally having a significant flow straight into the middle of an often busy concourse where people will be stopping soon to consult the boards (however they are positioned) is undesirable.
The whole complex is trying to handle numbers far higher than those for which it was designed and some compromises on the original layout are inevitable.
An observation from Euston this afternoon, I noticed Avanti services were being advertised well in advance. Between 20-30 minutes before the departure time, that platforms were being advertised.
LNR services, however, are still being advertised around the 10 minute threshold. The XX:46 Crewe service is particularly prone to this.
Having the two stations permanently distinct (for most travellers; yes I know about the subway to/from the ‘suburban’ platforms) has benefits in many situations. Fire alarms, security alerts, overcrowding, strikes, engineering work and so on can occur independently on the two modes.
It is not good practice to have the route to/ from the concourse constantly changing with people coming up the escalators uncertain about which way to turn ‘today’. More generally having a significant flow straight into the middle of an often busy concourse where people will be stopping soon to consult the boards (however they are positioned) is undesirable.
I have to say I disagree - the "indoor" route and the "outdoor" route would be adjacent to each other, just that (from the tube escalators) the former involves walking ahead within shelter, the latter means doing a right turn then a 180° turn in whatever the weather is doing. There would be no need at all for "constantly changing", only when one or other station was closed, or the escalators are shut as this week (which also involved closing the lattice gates anyway). Walking routes at other tube stations are subject to much more drastic changes between (e.g.) peak and night-time and passengers manage them without apparent difficulty. The Night Tube entrance would be exactly the same as now.
The whole complex is trying to handle numbers far higher than those for which it was designed and some compromises on the original layout are inevitable.
That is true, but passenger convenience doesn't ever seem to feature in decision making at Euston, witness the whole "corralling on the concourse" practice that has generated so much objection and bad publicity, and apparently could not be overruled by anyone below the level of Transport Minister.
That is true, but passenger convenience doesn't ever seem to feature in decision making at Euston, witness the whole "corralling on the concourse" practice that has generated so much objection and bad publicity, and apparently could not be overruled by anyone below the level of Transport Minister.
That's not just Euston, it's the railway in general at the moment. In almost every context the passenger's convenience and comfort comes last. The only thing that comes first is maximal extraction from their wallet.
I'd struggle to say that, for example, Manchester Piccadilly P13/14 or the nonsensical Northern ticket checking arrangement was actually any better.
Any logic supporting segregation of main line and tube at Euston hits the question that has run through every thread and every issue about the damned place: Why only at Euston?
Any logic supporting segregation of main line and tube at Euston hits the question that has run through every thread and every issue about the damned place: Why only at Euston?
It was Poppy selling day yesterday and military folk were out in force around Euston. But the thing that staggered me was the barriers occupying around half of the 'walkway' adjacent to WHSmith for a choir to perform. How did they do a risk assessment that concluded this would be OK? It added congestion in an area that is always congested with two way traffic?
Having the two stations permanently distinct (for most travellers; yes I know about the subway to/from the ‘suburban’ platforms) has benefits in many situations. Fire alarms, security alerts, overcrowding, strikes, engineering work and so on can occur independently on the two modes.
It is not good practice to have the route to/ from the concourse constantly changing with people coming up the escalators uncertain about which way to turn ‘today’. More generally having a significant flow straight into the middle of an often busy concourse where people will be stopping soon to consult the boards (however they are positioned) is undesirable.
The whole complex is trying to handle numbers far higher than those for which it was designed and some compromises on the original layout are inevitable.
Why is is not happening at every other terminus station then? Funny how the one station that keeps stuffing it all up has gone for the arrangement whereas all the others and most other stations in the world retain their in-station metro connection.
If they want to keep it like this, they need to build an extension out of the main concourse with full weather proofing. That will also help reduce the inevitable stomping in of water into the underground station when it rains.
I also think it is high time that smoking was banned in the area outside the station. The exit from Euston into the rain with the damp smell of fags, before re-entering into the ridiculously over the top advertising in the entrance of the tube and then the dismal Euston underground ticket hall truly one London’s most rubbish sensory overloads.
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There are two connections, one in the station and the other basically in it as it has full weather proofing. They are also both ‘straight ahead’ as Euston used to be rather than out, look around confused (if you don’t know the station), do a 180, back in.
I don't understand why they couldn't have had had some sort of shutters there, so that the direct route from the tube to the NR concourse is only shut at night though.
I don't understand why they couldn't have had had some sort of shutters there, so that the direct route from the tube to the NR concourse is only shut at night though.
I counted the other day - I think there's ten cubicles, but also it's a bit of a tight fit to get people up and down the row to them with all their bags.
There's usually a queue out into the corridor but it works out as about one person per cubicle waiting. Better than the main StP toilets which have more space but often longer queues for the ladies.
At long last I counted the Male cubicals at St P; I make it 9 and a similar amount of urinals. So sounds like the female toilets have less than 50% the capacity of thr male ones, hence the Constant queuing
Such information is probably private, like management processes, communication procedures etc. It may not be public facing and unless we've got specific people with knowledge it might not come out. They may have changed the crowd control plan for instance. But the Office for Rail Regulation - an...
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Any logic supporting segregation of main line and tube at Euston hits the question that has run through every thread and every issue about the damned place: Why only at Euston?
Can't visualise the tube exits at Waterloo but I'm pretty sure that nearly all the main termini have exits outside of the main line station. Marylebone is an exception which caused issues in my time there as if the station became overcrowded and we needed to restrict access to the concourse, the bakerloo line would be required to non-stop.
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