king’s cross central...king’s cross central access and inclusivity strategy argent (king’s...

King’s Cross CentralAccess and Inclusivity Strategy

Argent (King’s Cross),London and Continental Railways

and Exel

September 2005

i

Contents

Introduction 1

Philosophy 5

Policy and Legislative Background 9

Design Principles 15

Process 25

Management and Maintenance 29

Specific Issues 31

Further Reading and References 33

Annex A Selected Parameter Plans 35

Annex B Principal Public Realm Access Audit 43

Annex C Triangle Site Access Audit 51

Annex D Scope of Future Access Statements 57

This document has been prepared byArgent (King’s Cross), Access Design Consultants and Townshend Landscape Architects

ii King’s Cross Central

1

Introduction

1.1 Promoting Accessibility and Inclusivity

This document sets out the Strategy adoptedby Argent (King’s Cross) Limited, London andContinental Railways Limited and Exel plc(‘the Applicants’) to create an accessible andinclusive environment at King’s Cross Central(see 1.2 below). It develops a strategicphilosophy, started in July 2001, when to‘promote accessibility’ was identified as oneof ten principles that should underpin thedelivery of an exciting and successful mixeduse development; one that will shape adense, vibrant and distinctive urban quarter,bring local benefits and make a lastingcontribution to London:

“ Promoting accessibility and localpermeability is fundamental to the‘human city’. It means:

- Access to an integrated transportsystem which provides genuine choice;

- Putting people before traffic, with anemphasis on walking, cycling and public transport;

- The right structure and sequence of spaces...;

- A place which is safe, welcoming andinclusive; and

- Meeting the needs of all groups insociety, including disabled people, theyoung and the old.1”

* For references see section 8

1The Strategy helps explains how this visionwould be achieved. In particular, it sets outthe Applicants’ commitments to:

• Work within a framework of best practicestandards, recognising that current goodpractice is evolving and will change over time;

• Support designers an d users workingtogether, to deliver the best reasonablypractical solutions for achieving inclusive design;

• Retain (an) Inclusive Design Champion(s)within the project team; and

• Ensure that access is considered in theoverall context of the whole site.

The Strategy assists in highlighting, at anearly stage, a number of key issuesconcerning access to and the use of, theenvironment within King’s Cross Central. Itprovides an audit trail of the decisions alreadymade, within the evolution of the proposals;and would inform and guide the approach tofuture detailed design.

2 King’s Cross Central

Section 2 of the Strategy sets out theApplicants’ overall philosophy for inclusivedesign. Section 3 identifies the policy andlegislative background. Section 4 identifies anumber of specific design principles foraccess and circulation, transport modes,levels, canal access, lifetime homes and othermatters.

Section 5 discusses how these principleswould be applied, during the phased deliveryof the development. It explains, for example,that individual Access Statements would besubmitted at the reserved matters stage, asphases and buildings come forward forapproval, to ensure the overarching principlesare achieved.

Section 6 of the Strategy discussesmanagement and maintenance. Thereafter,Section 7 highlights areas where technicaland/or other constraints present majorchallenges for accessible and inclusive design.It also describes how these challenges havebeen and will be addressed.

1.2 King’s Cross CentralKing's Cross Central is a large and complexurban regeneration scheme which has tobalance many, sometimes conflicting,demands, including objectives for density,open space, heritage conservation andenhancement, sustainability and transport, aswell as inclusivity and accessibility.

To manage this complexity and create anoverall plan within which development cancome forward, considerable effort has goneinto the public realm framework of streets,squares and other public routes and spaces,to establish the right connections, provide arobust and coherent urban structure for highdensity, mixed use development and create asense of place, within the redevelopment.

As such, the public realm lies at the heart ofthe development proposals submitted foroutline planning permission and relatedconsents.

In all, some 11 applications have beensubmitted, including ‘outline’ planningapplications for the ‘Main Site’ (which fallswithin LB Camden) and ‘Triangle Site’ (partlywithin Camden and partly within Islington2),4 applications for listed building consent and4 applications for Conservation AreaConsent.

The Applicants have recently submitted someamendments to the outline planningapplications and this Strategy relates to therevised scheme.

1.2.1 Main Site

The Main Site outline planning application (asamended) is for:

“ Comprehensive, phased, mixed usedevelopment of former railway landswithin the King’s Cross Opportunity Area,as set out in this Revised DevelopmentSpecification. The developmentcomprises business and employment useswithin the B1 use class; residential uses(including student accommodation),serviced apartments and hotels;shopping, food and drink and financialand professional services within the A1,A2,A3, A4 and A5 use classes; the fullrange of community, health, education,cultural, assembly and leisure facilities,within the D1 and D2 use classes; nightclubs; multi storey and other car parking;re-erection of the linked triplet of gasholder guide frames to enclose newresidential and other development, onthe site of the Western Goods Shed; re-erection of the guide frame for gasholder no. 8, alongside the re-erectedtriplet, to enclose new play facilities andopen space; relocation of an existingdistrict gas governor; works of alterationto other existing buildings and structures,to facilitate their refurbishment forspecified uses; new streets and othermeans of access and circulation;landscaping including open space; newbridge crossings and other works alongthe Regent’s Canal; the re-profiling ofsite levels; and other supportinginfrastructure works and facilities.”

3

1In

tro

du

ctio

n

1.2.2 Triangle Site

The Triangle Site outline planning application(as amended) is for:

“ Mixed use development of part of theformer railway lands within the CamdenKing’s Cross Opportunity Area and anIslington Area of Opportunity, as set outin this Revised DevelopmentSpecification. The developmentcomprises residential; shopping, food anddrink and financial and professionalservices within the A1, A2, A3 and A4use classes; a health and fitness centre(use class D2) with the potential toincorporate a crèche and communityfacilities (use class D1); amenity and openspace; habitat areas; recycling, cyclestorage and other ancillary uses; parking;highway works to provide access; andother supporting infrastructure worksand facilities.”

1.2.3 Principal Public Ream

The principal public realm areas within thedevelopment are shown on Parameter Plandrawing KXC004 (see Annex A). They includeStation Square, Pancras Square, theBoulevard, Canal Square, Granary Square andpublic spaces around the re-erected GasHolder guide frames, Cubitt Square, CubittPark and Handyside Park.

The Revised Development Specification forthe Main Site explains that Handyside Parkwould include facilities to support play forchildren with disabilities, within a LocalEquipped Area for Play (LEAP).

A series of 23 Landscape Proposals Plansshow landscape proposals for each of thesespaces. Overall, the principal public realmwould account for some 40% of the totalMain Site area, excluding the area for King’sCross Station Enhancement, the MidlandYard, York Way and the Regent’s Canal.

Additional local amenity/play space (notincluded within the 40%) would be providedwithin individual development zones, for thebenefit of residents and potentially others, forexample as part of Urban Home Zones.

1.3 This Access and InclusivityStrategy

This Access and Inclusivity Strategy focuseson the public realm and on setting out aframework for future Access Statements,recognising that the Access Statements forindividual phases and buildings would beprepared as they come forward for approvalof reserved matters, within the Strategy forthe site as a whole (see Section 5 below).

This approach reflects the Mayor’ssupplementary planning guidance on‘accessible London: achieving an inclusiveenvironment’ (see Section 3). The Mayor’sSPG states that:

“ for major areas of regeneration anAccess Strategy should form part of themasterplan for the area, with moredetailed access statements developed[subsequently] for each building orelement of the scheme.” (para 2.5.5)

The Strategy draws upon the ‘RevisedDevelopment Specification’ documents thatform part of the Main Site and Triangle Siteplanning applications. It also draws upon anumber of the documents submitted insupport of the applications – the UrbanDesign Statement, Public Realm Strategy,Transport Assessment and Green Travel Plan.Each of these documents addresses accessand inclusivity, which has been approachedholistically, as a cross-cutting theme.

The Strategy includes, and is informed by, anindependent audit of the proposed publicrealm, by Access Design Consultants Limited.Access Design Consultants Limited has alsocarried out an independent audit of theTriangle Site proposals, as these are moretechnically constrained (and therefore morefixed, within the outline planningapplication), than other aspects of thescheme. The resulting audit reports, byAccess Design Consultants Limited, areincluded at Annex B and Annex C to thisStrategy.


1.4 Inclusive Design ChampionsThis Strategy has been prepared at therequest of the GLA and others, to ‘signpost’where access and inclusivity has beenaddressed within the applications and othersupporting documents and to highlight theprinciples that have been and will be applied.

The Strategy has been prepared by Argent(King’s Cross) Limited and its masterplanningteam, in particular Access Design ConsultantsLimited (Adrian Cave and Gavin Tait), whoprovide specialist advice on accessibility andinclusivity issues; and Townshend LandscapeArchitects.

Together, Access Design Consultants andTownshend Landscape Architects act as‘Inclusive Design Champions’ within theproject team, working alongside PorphyriosAssociates, Allies and Morrison, David MorleyArchitects, EDAW, Arup and others.

The Applicants would continue to nominateand retain Inclusive Design Champions withinthe project team, to inform and monitor thedetailed designs.

Main Site Triangle Site

King’s Cross Central looking north

5

Philosophy

Planning and designing all parts of the newdevelopment to be used and enjoyed byeveryone, including people with disabilities,would bring many benefits to all. Forexample, designing for people in wheelchairswould ensure that the main pedestrian routesand footpaths are also safe and convenientfor parents with children in pushchairs, forpeople who have wheeled trolleys orsuitcases and for anyone who is frail or hasdifficulties walking.

The footpaths and other circulation routeswould have smooth non-slip surfaces whichare as good for busy office workers as theyare for people with wheelchairs or forfamilies with young children in buggies.3

“ This convenience does not mean thatthere would not be variety. Fountains,water features, sculpture, play spaces,seats, trees and soft planting wouldprovide enjoyable sensory experiences forpeople with disabilities and pleasure foreveryone from young children to elderlypeople.4”

The principle of inclusive design is at theheart of the proposals for King's CrossCentral. This means that the wholedevelopment would be planned and designedto include everyone, providing physicalaccessibility to people of all ages includingthose with disabilities and providinginformation to people of all learning abilities.Moreover, it is intended that King's CrossCentral will feel very much a part of Londonas a whole so that everybody, regardless ofage, faith, or income, will feel comfortableeither living there, working there or simplypassing through.

The measures used to achieve this would include:

• Pedestrian friendly environment;

• Pedestrian priority in key locations;

• Pavements with tactile surfacing;

• Minimised changes in footpath levels;

• Carefully designed landscape proposalsincluding seating and the provision of liftsand ramps where necessary; and

• Use of colours and lighting andinformation systems to help people understand, use and enjoy King’s Cross Central.

2


The creation of an inclusive environment is akey part of creating a successfuldevelopment. Making an area attractive toas wide a range of people as possible notonly helps to create a balanced andsustainable local community, it also increasesthe ‘available market’ for local businesses.

Tourism, for example, is already a majoreconomic driver in London and there is scopefor further growth, not least in attracting andcatering for, visitors with some disability orimpairment. King’s Cross Central couldcapture a significant share of this growth,following the opening of the Channel TunnelRail Link Section 2 and St PancrasInternational in 2007.

7

2Ph

iloso

ph

y

In addition, the provision of space for peopleto play, meet and interact can not only helpto break down social barriers but can alsoallow a sense of belonging and ownership todevelop, fostering interest and enthusiasm in the way the area is managed and maintained.

Illustrative plan of King’s Cross Central

9

Policy and Legislative Background33.1 Camden PolicyCamden’s key policies for the King’s CrossOpportunity Area (KCOA) are set out withinChapter 13 of the UDP, adopted May 2003.There are 4 strategic (SKC) policies and 12 local (KC) policies.

Policy SKC1 seeks the sustainabledevelopment of the KCOA, which achieves itsfull potential. Paragraph 13.13 in theexplanatory text states that:

“ The development…can help achievesustainable development, generatingemployment, education, healthcare andhousing opportunities, and helping totackle poverty and social exclusion.”

Policy KC5 states that the Council will grantplanning permission for developmentproposals for the King’s Cross OpportunityArea which improve the public transportinterchange and services and provide a safeand accessible environment for all users ofexisting and proposed public transport systems.

Policy KC6 states that planning permissionwill be granted for development proposals forthe King’s Cross Opportunity Area thatprovide high levels of accessibility, facilitiesand safety for pedestrians, cyclists and peoplewith disabilities.

Within the wider adopted Camden UDP,policy RE3 aims to ensure that, wherepossible, buildings and activities in theBorough are fully accessible to all sections ofthe community.

The whole built environment (not just thosebuilding types covered by the BuildingRegulations) should be fully accessible to allpeople including disabled people, olderpeople and parents and carers with youngchildren. UDP policy HG7 deals with housingand disability.


3.2 Islington PolicyIslington Council has a number of policiesaimed at ensuring developments aredesigned to be accessible to all who visit, live,work or study in the borough, includingthose with disabilities. Access requirementsextend to most commercial and residentialdevelopments such as health, sports andeducational facilities, places of worship,housing schemes, employment premises and so on.

Improving provision for people withdisabilities is an important theme throughoutthe Islington UDP (adopted June 2002).Relevant policies include H20 to H23 andparagraphs 4.3.12 to 4.3.19 (Mobility,Sheltered and Wheelchair Dwellings), section5.3 (Opportunities for Local Residents),section 6.5 and 6.6 (Public Transport andPedestrians), section 7.3 (Open SpaceDesign), section 8.1 (Town Centres) andsection 8.5 (Access to Shops).

Policy Env 13 deals with non-domesticdevelopments and states that these shouldbe readily accessible to people with specialmobility, sensory, or learning disabilities whomay be expected to use the building either asmembers of the general public or for thepurpose of employment.

Policy Env 14 states that the Councilconsiders that provision should be made for a‘wheelchair environment’ in all environmentaland landscaping schemes, and in all otherareas used by the public. Suitable provisionshould also be made for people who do notrequire wheelchairs, but nevertheless havesome restricting ambulatory, visual, aural orother sensory form of disability.

3.3 The London PlanThe London Plan (February 2004) forms partof the development plan for London and setsout the Mayor’s spatial development strategy.A number of the London Plan policies areparticularly relevant to access and inclusivity,including 3A.4 (Housing choice), 3A.14(Addressing the needs of London’s diversepopulation), and 4B.1 (Design principles for acompact city).

Policy 3A.4, Housing Choice, seeks to ensurethat new developments offer a range ofhousing choices, that all new housing is builtto ‘Lifetime Homes’ standards and that tenper cent of new housing is designed to bewheelchair accessible, or easily adaptable forresidents who are wheelchair users.

Policy 3A.14 address the Needs of London’sDiverse population. It seeks to ensure thatdiverse groups are not disadvantagedthrough policies relating to the public realm,inclusive design and local distinctiveness(policies 4B.4, 4B.5 and 4B.7).

11

3Po

licy

and

Leg

isla

tive

Bac

kgro

un

d

Policy 4B.1, Design principles for a compactcity, states that the Mayor will seek to ensurethat developments (inter alia) maximise thepotential of sites, create or enhance thepublic realm, provide or enhance a mix ofuses and are accessible, usable andpermeable for all users.

Policy 4B.4, Enhancing the quality of thepublic realm, looks to ensure that the publicrealm is accessible, usable for all, meets therequirements of Policies 3A.14 (see above)and 4B.5 (see below) and that facilities suchas public toilets are provided. Under thepolicy, planning applications will be assessedin terms of their contribution to theenhancement of the public realm.

Policy 4B.5, Creating an inclusiveenvironment, requires development to meetthe highest standards of accessibility andinclusion, such that they:

• can be used easily by as many people aspossible without undue effort, separation,or special treatment

• offer people the freedom to choose andthe ability to participate equally in thedevelopment’s mainstream activities

• value diversity and difference.

The policy continues that Boroughs shouldrequire development proposals to include anAccess Statement showing how the principlesof inclusive design, including the specificneeds of disabled people, have beenintegrated into the proposed development,and how inclusion will be maintained and managed.

3.4 Camden and Islington SPGCamden and Islington have togetherpublished a Planning and Development Brieffor the KCOA, dated January 2004. ThePlanning and Development Brief is adoptedas SPG. The Brief addresses the needs ofdisabled people as a cross-cutting theme.Specific references and requirements are setout on pages 12, 19, 25, 26, 34, 42, 47 and91.

Camden also has borough-wideSupplementary Planning Guidance (SPG),dated July 2002. Section 3.1 providesguidance on access and the application ofpolicies RE3 and HG7.

Islington Council has published SPG on‘Lifetime Homes and Wheelchair UsersHousing’ (updated August 2002). IslingtonCouncil expects new housing developments,and wherever physically achievable,conversions to be built to Lifetime Homesstandards, including lift access to upperstorey flats in larger schemes. 10% of theaffordable housing provision should bedesigned to be wheelchair accessible, as setout in the Housing Corporation's SchemeDevelopment Standards and accompanyingWheelchair Housing Design Guide.


3.5 The Mayor’s SPGThe Mayor has published SPG entitled‘Accessible London: achieving an inclusiveenvironment’, dated April 2004.

The SPG sets out the Mayor’s wish to see allnew developments in London meeting thehighest standards of access and inclusion. It stresses that:

• Disabled people are not a homogenousgroup with identical needs. People of allages and from all of London’s culturallyand ethnically diverse communities willhave a variety of different impairmentsand different needs but will becomesimilarly disabled as a result of thebarriers imposed on them by society.(1.1.1)

• An inclusive environment does notattempt to meet every single need, butby considering people’s diversity, aninclusive environment can break downunnecessary barriers and exclusion, andwill often achieve superior solutions.Inclusive design benefits individuals withphysical, sensory or learning impairments,older people, mental health systemusers/survivors, children, carers of youngchildren, people with temporaryimpairments or simply encumbered withheavy luggage or shopping. Inclusivedesign benefits all of us.

The SPG includes 28 ‘Implementation Points’and these are listed in full at Appendix 1 to the guidance.

3.6 Legislative BackgroundAppendix 2 to the Mayor’s SPG summarises thelegislative background, in particular:

• The Town and Country Planning Act 1990

• The Building Regulations 2000, which definesminimum standards for new buildings, inparticular Approved Document M, 2004Edition (Access to and use of buildings). Themost recent revisions to Part M bring theApproved Document in line with BS 8300(2001; see 3.8 below).

• Disability Discrimination Act 1995 (the finalprovisions of Part III came into force on 1stOctober 2004).

3.7 National Planning PolicyAppendix 2 to the Mayor’s SPG furthersummarises the relevant national planning policy,in particular Planning Policy Statement 1:Delivering Sustainable Development (2005; seeparagraphs 13(iv), 14-16, 27(iii) and 39); PPG3Housing (March 2000); PPS6, Planning for TownCentres (March 2005); PPG13 Transport (March2001); PPG15, Planning and the HistoricEnvironment (1994); and PPG17, Planning forOpen Space, Sport and Recreation.

PPS1 sets out the need for planning authorities totake an approach based on integrating the aimsof sustainable development, one of which is socialinclusion - social progress which recognises theneeds of everyone. Paragraph 16 states thatplanning policies should:

“ promote development that creates sociallyinclusive communities including suitable mixesof housing…address accessibility for allmembers of the community to jobs, health,housing, education, shops, leisure andcommunity facilities;… take into account the needs of all the community, including particularrequirements relating to age, sex, ethnic background, religion, disability or income.”

Another key message in PPS1 is the need for theplanning system to be transparent, accessible andaccountable, and to promote participation andinvolvement.

13

3Po

licy

and

Leg

isla

tive

Bac

kgro

un

d

3.9 The Application of Policies,Standards and Guidance

The evolution of the King’s Cross Centraldevelopment proposals and this Strategyhave taken full account of the policies,standards and guidance summarised above.

The applicants aspire to achieve highstandards of access and inclusion and applythe ‘best practice’ guidance summarisedabove, where practicable. Of course,standards and guidance are likely to changeover the course of the project and the waythey are applied at King’s Cross Centralwould be kept under review.

3.8 Standards and Guidance The following documents definedevelopment standards and provide guidanceon meeting inclusivity objectives:

• British Standard 8300 ‘The design ofbuildings and their approaches to meetthe needs of disabled people’ (2001). Thiscode of practice provides up to dateadvice on access for disabled people,giving comprehensive technical advice ona number of building elements, includingthe design of car parking, access routes,entrances, horizontal and verticalcirculation, surfaces and communicationaids, and facilities for residential and non-residential buildings. It replaces theprevious standards BS 5810:1979 and BS 5619:1978.

• ‘Planning and Access for Disabled People,A Good Practice Guide’, Office of theDeputy Prime Minister (March 2003). TheGood Practice Guide gives comprehensiveadvice on the role of the planning systemin promoting an accessible and inclusiveenvironment and recommends 19 GoodPractice Points. The Mayor’s SPG (seeabove) supports and is based upon, theseGood Practice Points.

• Meeting Part M and Designing LifetimeHomes, Joseph Rowntree Foundation(1999)

• Wheelchair Housing Design Guide,National Wheelchair Housing AssociationGroup (NATWHAG) (1997)

• British Standard 5588 Part 8

• Inclusive Projects: A guide to best practiceon preparing and delivering project briefsto secure access, – DPTAC (June 2003)

• Inclusive Mobility: A Guide to BestPractice to Pedestrian and TransportInfrastructure, ODPM (2002)

• Codes of Practices, Disability RightsCommission (from October 2004)

• Scheme Development Standards, The Housing Corporation, 2000

15

Design Principles

As explained in Sections 1-3 above, the Applicants are committed to:

• Working within a framework of bestpractice standards, recognising thatcurrent good practice is evolving and willchange over time;

• Supporting designers and users workingtogether, to deliver the best reasonablypractical solutions for achieving inclusive design;

• Retaining (an) Inclusive DesignChampion(s) within the project team; and

• Ensuring that access is considered in theoverall context of the whole site.

There are then a number of specific designprinciples that have been considered acrossthe site. These are, in many cases, a sitespecific response to what is regarded as bestpractice in creating an accessible andinclusive environment. Not all of theprinciples can be applied successfully to allareas of the site, however where a decisionhas been made which conflicts with theprinciples set out in this section, this ishighlighted and discussed in more detail inSection 7, Specific Issues.

4.1 Access and CirculationKing’s Cross Central will be one of the mostaccessible places in the UK and thecompletion of the Channel Tunnel Rail LinkSection 2 works, including the new NorthernTicket Hall, will make it more accessible tothose with disabilities. However, the meansof arrival is only part of the story; thecirculation of people within and immediatelyoutside the site is extremely important tomaking the development work as a whole.Therefore, the public ream framework hasbeen designed to integrate adjacent areas,create permeability and encourage the flowof movement.

Parameter Plan KXC007 (see Annex A) showsthe Main Site Access and Circulationproposals, which include the principal publicream areas, plus a network of primary,secondary and access/drop off routes,dedicated pedestrian/cycle routes, newbridges and other features.

Principal public realm areas would providea high quality environment for pedestriansand cycles and accommodate emergencyservices access.

4


Primary routes (coloured red on theParameter Plan) would provide pedestrianlinks and the main circulation corridors forvehicles within the site. These routes wouldaccommodate articulated buses and servicevehicles and may have a parking lane on oneside. There would be provision for controlledpedestrian crossings where required.

Secondary routes (coloured orange) wouldprovide pedestrian links and act as distributorroads within the site, allowing vehiculartraffic to disperse to, or be collected from,areas of new development.

Other, tertiary routes (coloured green)would serve a local access function within thesite, allowing vehicular traffic to accessindividual development plots. Cars, taxis andsmall goods vehicles could use these routes;larger rigid vehicles could also use them withshared surfacing for over-running.

The tertiary routes within development zonesR and S would be configured with UrbanHome Zones. These would be streets (orgroups of streets) designed and configured toprioritise social and environmental functionsand make them work harder as public, socialand play spaces. Urban Home Zones wouldprovide more inclusive environments withpedestrian priority, less and slower trafficand, where possible, areas in which peopleare comfortable to spend time, meet friends,sit or play.

Wharf Road and Holder Street, together withthe southern end of Canal Street, would bepedestrian zones / restricted accessstreets, capable of accommodatingemergency access and controlled servicingwhen required.

Wharf Road would form a publicpromenade/corniche, along the Regent’sCanal, with new/additional landscapeplanting and the proposed Handyside Park tothe north. Holder Street and the southernpart of Canal Street would form an extensionto the landscaping and public realm proposedaround the gas holder guide frames.

Together, these Urban Home Zones andpedestrian zones/restricted access streetswould connect together key public spaceswithin the development, promotingpedestrian movement within and across thesite; and contributing to a rich and variedpublic realm.

In addition, there would be a number ofpedestrian and cycle (only) routes, within themain development blocks, to further promotepermeability and provide links between areasof principal public realm.

The Main Site Revised DevelopmentSpecification, Annex C, provides a detailedspecification of each of the routes referencedon Parameter Plan KXC007.

17

4D

esig

n P

rin

cip

les

4.1.1 Pedestrian

A network of high quality routes and spaces,including new crossing points at keyintersections with the existing highwaynetwork, would help to promote walking asa means of transport.

North-south links would be improveddramatically by the Boulevard (linking StationSquare and Granary Square); a second,parallel route through Pancras Square,leading to a pedestrian and cycle (only)bridge over the Regent’s Canal; and CubittSquare and Cubitt Park:

The development would also provide new‘east-west connections across the Regent’sCanal [with towpath improvements plannedas part of the development] and through thesite into neighbouring communities inSomerstown, York Way and Off CopenhagenStreet….[These] new routes offer localresidents direct access to the wide range of employment, social and leisureopportunities.’5

‘All routes in the road hierarchy [would] havepedestrian links, with wide pavements andplanting zones where possible. On street-parking [would] be limited and spaceprioritised for pavements, landscaping andplanting, together with high quality streetfurniture including seating and facilities forcyclists.’6

4.1.2 Cyclists

‘Cycle access to St Pancras and King’s CrossStations is difficult at present, particularlyfrom the east and north. Existing trafficconditions on the roads along the west,south and east boundaries of thedevelopment area…present intimidatingbarriers to cycling, in terms of volume oftraffic and one-way sections that requirecyclists to make significant detours.

The provision of routes through the King’sCross Central development available tocyclists, with safe cycle crossings of theboundary roads, offers a significantopportunity to improve cycle access toexisting major journey attractors in the areaas well as the development itself.’7

‘The circulation strategy… is based aroundthe creation of the Boulevard and its link toLong Park. This would provide a north-southconnection through the entire site. The routepasses through the heart of the developmentlinking to all the major land uses, thetransport interchange hub at the southernend of the site, and the main areas of publicopen space…. cyclists would be able to takeadvantage of the network of vehicular routesto enable movement around the site. Cyclistswould also be able to travel on-carriagewayon tertiary routes that provide local access toindividual development plots.’8


4.1.3 Buses

Buses would fulfil an important role within themix of access modes, catering for the needs ofKing’s Cross Central, both in terms of a directmeans of access and for the collection anddispersal of demands arising on or near thesite. The vision is for a site that is well-connected and served from all corridors,providing a dense network across the site.

Recent (post application) discussions with TfLindicate that they envisage a number of serviceenhancements at King’s Cross, includingfrequency enhancements and the diversion ofroutes within the site, north of the Canal. TfLenvisage up to 14 bus routes would serve thedevelopment south of the Canal, with up tothree routes serving the northern part of thedevelopment.

These bus routes would use the primary routesshown on Parameter Plan KXC007 – theBoulevard, Transit Street (through GranarySquare), Goods Street and Canal Street. Thesestreets would accommodate articulated busesand allow the development of bus connectionsto and through the site. These connectionswould fully integrate the development into thebus network in this part of London.9

On this basis, no building within thedevelopment would be more than 100 metresfrom a high quality bus service.

4.1.4 Taxis

The access and circulation routes within thesite would give access via taxis to as manybuildings and front doors as possible, whilstmaintaining the overall feel of a pedestrianfriendly environment.

To the south of the Regent’s Canal, taxis wouldbe permitted to use the Boulevard and atertiary access and drop off route throughPancras Square, as well as Pancras Road.

To the north of the Regent’s Canal, thenetwork of primary, secondary and tertiaryroutes would enable front door drop-off to allresidential buildings and the majority ofbusiness addresses. ‘Home Zone’ streets wouldcater for essential/authorised access.

4.1.5 Private Vehicles

The vast majority of new homes would bedeveloped to the north of the Regent’s Canal.Here, the network of primary, secondary andtertiary routes would enable front door drop-off to all residential buildings and themajority of business addresses, as describedabove.

To the south of the Regent’s Canal, privatevehicles would be able to access thebasement car parks of employment buildings,via dedicated entrances off Pancras Road (forDevelopment Zone B) and Goods Way(Development Zone A). Dedicated parking fordisabled people would be provided within thebasement car parks.

4.1.6 Service and Deliveries

Considerable attention has been paid tofuture servicing strategies to ensure thatthese essential operations can be carried outwithout adversely affecting the pedestrianexperience of the public realm.

To the south of the Regent’s Canal, wherepedestrians would be most concentrated, anunderground servicing solution has beendeveloped so that all but the smallest retailunits can be serviced from two access pointson Pancras Road and Goods Way.

To the north of the Canal, servicing isspecified as being away from the principalpublic realm, again reinforcing the feeling ofpedestrian priority.

19

4D

esig

n P

rin

cip

les

4.3 LevelsThe site covers approximately 67 acres andwithin this area there are significant changesin level, both abrupt and over longerdistances. Some of these changes in levelwere introduced when the site wasdeveloped in the mid 19th Century as atransport interchange and today they bothadd interest and character to the site and aidinterpretation of its earlier function. Otherlevels changes occur on the boundaries ofthe site, for example on York Way and Goods Way, where roads drop to go under rail bridges.

An additional factor when considering levelsacross the site is the desire to retain as muchmaterial on site as possible, rather thanexporting to landfill sites. This is an importantcomponent of sustainable development. It isinevitable that the construction process willproduce some spoil, particularly from a highdensity development with basements,however it is an aim of the project tominimise the material exported. This leads toa moderate land raise in some areas.

These factors increase the challenge ofproviding an accessible environment,however it is one of the main masterplanningobjectives that ‘working with the existinggrain, the levels within the site would beconfigured to give smooth accessiblegradients, tied to the levels of thesurrounding city.’11

More specifically, the proposals specify thatall gradients within the public realm shouldbe shallower than 1:20.12 The one exceptionto this (Goods Way West) is addressed atsection 7.2 below.

Where steps are provided within thelandscaping, to change level, gentle inclinesand ramps and/or modern high speed liftswould provide an equally commodiousalternative, suitable for all members of thepublic.

The overall intent is ‘to promote a positiveattitude to the drama and interest of sitelevels whilst optimising accessibility.’13

4.2 ParkingThe site is in Central London, with good accessto public transport and it is expected that themajority of journeys by people visiting, workingand living on the site would be by train, bus ortube. However, for some groups of people,including disabled people, older people andyoung families, public transport poses moredifficulties.

Other people living within the development willwant to own cars for occasional use, includingvisiting areas of the country less well served bypublic transport and for food shopping etc.The parking on site should address these needsand would be provided through a combinationof spaces on the street, a multi storey car parkand in basements. ‘Many of the on-streetspaces [would] be designed and designated fordisabled parking, which would account for 5%of the total provision for each use class.’10

Disabled parking for public, residential andoffice buildings would be provided within thefootprint of the buildings (typically withinbasement or undercroft levels) or in streetspaces immediately adjacent to the building.Where basement parking is provided, anappropriate means of access to all levels shouldbe provided.

Disabled parking for retail should be located asconveniently as practicable.

Overall, the proposals envisage some 65 on-street parking spaces, to the north of theRegent’s Canal; the majority of these would bealong Goods Street and Canal Street.


4.4 Canal AccessThe canal is currently an underused resource,principally because of poor access to it.There are currently no access points withinthe site and only stepped access at theMaiden Lane Bridge and Camley Street Steps.This leads to a feeling of potentially being‘trapped’ on the towpath and theconsequent lack of general use, particularly out of daylight hours.

‘The Regent’s Canal [should] be betterconnected with the development throughalterations to the existing levels within thepublic space in front of the Granary andaround the relocated gas holders ... togetherwith several other access points between therelocated gas holders and Maiden Lanebridge, breaking down this existing barrier topermeability and access.’14

Wherever possible, these access points wouldaccommodate both able-bodied and disabledpeople and cyclists.

Lighting, materials and surrounding useswould be used to make the canal moreappealing to a wider range of people.

4.5 Residential Mix, Lifetime andWheelchair Accessible Homes

The creation of a mixed, stable and balancedcommunity is one of the principle aims of theKing’s Cross Central Development. It is part ofthe desire to create a sense of place andcontributes to people’s sense of pride and‘belonging’ to an area. It is neither desirableto populate all homes with young cityexecutives working 15 hour days, nor withlarge, economically inactive families. The mixof types of home should reflect this aim.

‘The scale of development, its unique locationand its potential make significant impactsacross London make King’s Cross Central adramatic opportunity to demonstrate theeconomic and social advantages of establishinga wide range of housing choice using aninnovative mix of tenures and low cost optionsalongside new market housing.’15

The ability to adapt homes to changingcircumstances could also help to widen theappeal of residential units to a largerproportion of the population. Guidance forthe design of adaptable accommodation iscurrently provided under the banner of‘lifetime homes’.

Lifetime Homes currently have sixteen designfeatures, which aim to ensure that a newproperty will be flexible enough to meet theexisting and changing needs of mosthouseholds. These standards are similar to thePart M Building Regulations 2005 requirementsand to The Housing Corporation SchemeDevelopment Standards. However, theLifetime Home standards requirements aremore stringent in a number of areas; theserequirements are set out in the JosephRowntree Foundation report ‘Meeting Part Mand Designing Lifetime Homes’ (1999).

21

4D

esig

n P

rin

cip

les

The Lifetime Homes standards were notwritten with high density, flatteddevelopment in mind and there are somecalls to re-evaluate their purpose. Forexample, the Enterprise LSE Cities report‘Density and Urban Neighbourhoods inLondon’ (July 2004) recommends that:

“ Diversity: review planning guidance thatpromotes ‘life-time homes’, recognisedifferent needs of ‘urbanites’, ‘suburbanleavers’ and ‘trapped’ residents.”

The LSE research concludes that higherdensity areas sustain different, coexistentlifestyles—communities with a diversity ofincomes, ethnicities, ages, household types,etc—broadly composed of ‘urbanites’ (peoplewhose preferences and socio-economicconditions lead them to opt for high-densityliving); ‘suburban leavers’ (people withlifestyles that eventually cause them moveaway from these dense areas); and ‘trappedresidents’ (groups of people who have hadvery limited or no choice at all in decidingwhere they live).

In this context, Lifetimes Homes standardsretain a general application but are likely tobe most relevant to meeting the needs ofsocial rented and intermediate housingoccupiers. The Government announced inMarch 2004 a review of Part M, to considerwhether Lifetime Home standards or anupdated version should be included in theBuilding Regulations.

As residential buildings are brought forwardfor detailed design, therefore, the aim wouldbe to meet the Lifetimes Homes standards, tothe extent that this is consistent with thehigh density, mixed use masterplan and theterms of the outline planning permission.Where one or more standards cannot beachieved, this should be highlighted andexplained within the relevant AccessStatement(s) (see Section 5.2 below).

The London Plan sets a target for 10% ofall new homes to be wheelchair accessibleor easily adaptable for wheelchair users. Again, this is challenging within a highdensity development and, subject toidentifying local need, agreement on grantfunding, design and other deliverymechanisms, the priority should be toprovide up to 10% wheelchairaccessible/easily adaptable social rentedhomes.

The target for intermediate and markethousing should be determined with thebenefit of further local market testing, to assess the likely take up of theaccommodation.


4.6 WayfindingThe ease with which people are able to movearound areas is affected by many things, ofwhich signage is just one. Spatial layout,street names and numbers, memory andsensory clues all assist people to movethrough spaces intuitively. The considerationof the different means of wayfinding alsoprovides alternatives for people who, forexample, are visually impaired and thereforefind it difficult to read some of the signage provided.

In establishing the framework and designingelements of the public realm and buildings, astrategy would ‘be developed over time toinclude a range of systems, tools andtechniques, for example:

• A hierarchy of landmarks, spaces andbuildings in the development;

• A legible layout using landmarks tominimise the need for signage

• Appropriate signage in the stations;

• Illustrative maps as signs and/orhandouts;

• A visitors’ centre with verbal, visual andaudio information provided; and

• Directional signage.’16

4.7 Threshold TreatmentsLevel changes and gradients around the sitecan imply complex details at the entrances tobuildings. However, all new buildings shouldbe designed with level access.

There are a large number of existing buildingson the site. Wherever possible, designswould promote the inclusion of level accessfrom the public realm, however, where this isnot possible due to practical (i.e floor levels)or heritage reasons alternative and equallycommodious routes should be provided.

4.8 SecurityKing’s Cross has a relatively poor reputation,much of which stems from its industrialhistory and a high incidence of crime,particularly relating to the sex and drugstrades. Part of the ability of King’s CrossCentral to appeal to both commercial andresidential occupiers will be linked to theperceived security of the site. However,although part of the effectiveness of securityis its visibility, it should not be so obtrusivethat some members of the community feelthreatened or intimidated by it.

One of the challenges of establishing asecurity network and training personnel willbe to establish a strong physical presence andcreate a feeling of safety rather thanexclusion.

It is important that the King’s Cross Centralpublic safety team are friendly, approachable,well-trained and equipped to fulfil the role of‘customer care’ representatives; for exampleassisting mobility impaired persons. Thepublic safety team would be the most visible,public face of the development set its ‘tone’as a safe, welcoming place, accessible to all.

23

4D

esig

n P

rin

cip

les

4.9 Street Furniture andFacilities

Street furniture such benches and bins etcand facilities such as public toilets would bedesigned for ease of use by everybody andlocated appropriately around the site.Particularly along the main pedestrian routes,seats would be located frequently so thatpeople who are less mobile can take restswhen needed. As a general guideline, seatingwould be provided every 50 metres alongprincipal pedestrian routes and in high footfall areas.

4.10 Landscape MaterialsThe choice of materials will be influenced bymany factors, particularly the heritage insome parts of the site. In particular, there isa strong desire to reuse granite setts in manyareas including the Goods Yard which canconflict with the provision of smooth, easilytraversable surfaces.

Where setts or similar materials are used theywould either be treated and / or laid to forma sufficiently flat surface or smooth stripswould be inserted appropriately into thelandscaping. These strips would follow themain patterns of pedestrian movement andwould assist not only wheelchair users inmoving around the site, but also the veryyoung and old, people with pushchairs andpeople wearing high heeled shoes.

Edges of pavements / roads would be markedeither by changes in level, with kerbs, or bysurface texture.

25

Process

This approach is consistent with the Mayor’sSPG, which advises that:

“ The statement should be viewed as partof the process; as a tool to demonstratethat all relevant issues have beenconsidered throughout the design andconstruction stages. The AccessStatement should not be seen as a staticdocument but as a process which evolveswith the scheme, starting as an AccessStrategy at project brief stage, andgradually becoming more detailedthroughout the project, taking on boardany changes as the schemeprogresses…” (para 2.5.2)

King’s Cross Central is a large and complexproject, with a timescale of at least 12-15years, and issues surrounding accessibility andinclusivity arise at all stages from the firstmasterplanning principles down to the finalelements of detailed design. At this early‘outline’ stage, it is sensible to consider highlevel principles on a site-wide basis; it wouldnot be appropriate, or possible, to address allmatters of detail in the same way.

Accordingly, this document sets the broadstrategy, within which subsequent workwould be carried out and then reported,within Access Statements for individualphases and buildings, as they come forwardfor ‘reserved matters’ approval.

The process for achieving the objectives setout in this document is an iterative one,involving a mix of consultation, expert advice,review and decision making. The work carriedout pre-planning application would set thetone for the work to follow.

5


5.1 Pre Outline PlanningPermission

Throughout the evolution of the proposalsand leading up to the submission of outlineplanning applications, a considerable amountof consultation work has been undertaken.This has taken many forms, includingattendance of the project team at local fairsand festivals, specific public workshops todiscuss our ideas, visits to local schools, ageneral website and another aimed atchildren and also printed documentation withcomment sheets. Although it has not beenspecifically aimed at any particular sector ofsociety, the most common response has beena wish to see a safe and clean developmentat King’s Cross.17 People have expressed adesire for an inclusive environment wherelocal people will comfortable and be able tolive and work, and also spend free time.

The development proposals and landscapingscheme have been developed by anexperienced professional team with a trackrecord in masterplanning large pieces of citiesand the design has been audited by specialistaccess consultants, acting as Inclusive DesignChampions.

This Strategy provides high-level guidance forhow access for everybody and the objectiveof an inclusive environment would continueto permeate the whole project, explaining anoverall philosophy and highlighting some ofthe more site specific principles.

27

5Pr

oce

ss

5.2 Post Outline PlanningPermission

Post outline planning permission, the designsfor the public realm and the buildings wouldbe developed further, leading to applicationsfor approval of reserved matters and thensubsequent implementation (construction).

As with the pre-planning period, this workwould be carried out by experiencedprofessional teams who are experienced inthe issues of accessibility. As explained earlier,the project team would continue to include(an) Inclusive Design Champion(s), to informand monitor the detailed designs.Accessibility audits would be carried out byspecialist consultants at appropriate stages ofthe project.

Individual Access Statements would besubmitted at the reserved matters stage, asphases and buildings come forward forapproval, to ensure the overarching principlesare achieved. These Statements wouldaddress the specific principles detailed insection 4 of this document, highlight anyareas where technical or other constraintshave prevented site-wide principles frombeing met and include a project programme,to identify the key stages at which importantdecisions affecting inclusivity and accessibilitywill be made. The scope of future AccessStatements is addressed in more detail at Annex D.

These decisions will range from broadplanning issues, such as site levels, early on inthe process to, for example, selection ofmaterials, colours and details of lightingschemes at the later stages. This identification of key decisions within the project programme will aid theconsultation process.

5.2.1 Community Involvement

LB Camden has already established a King’sCross Access Forum. The Forum was set up inJanuary 2005 and has already met. It presentsopportunities for local interest groupsrepresenting the views of older people,disabled people and others, to inform andcomment upon, the scheme as it progresses.LB Camden consider that the King’s CrossAccess Forum should continue in some form,following the grant of any outline planningpermission and the Applicants support this,recognising that:

“ The detailed planning and design of thepublic realm would provide opportunitiesto involve local residents, people who willwork in the area and people withphysical and learning disabilities.Inclusive consultation…will continue tolead inclusive design, with easy access,enjoyable spaces and attractive buildingsfor everyone.”18

The Applicants look to LB Camden and LBIslington, to identify how the King’s CrossAccess Forum should continue and theirpreferred mechanisms for structured reviewand engagement. The Applicants wouldsupport the process and facilitate its implementation.

29

Management and Maintenance

Issues surrounding the management andmaintenance of the public realm areexplained in the Public Realm Strategy, whichsets out a number of options. For example:

“ A management or neighbourhood trustis a possible model that combines thebest of traditional ‘public’ and ‘private’approaches. This could allow for someareas to be adopted whilst others wouldremain private [with full public access].The aim would be for a responsive andaccountable organisation to manage thepublic realm.”

The Revised Development Specification forthe Main Site explains that the applicantshave no in principle objection to the localauthority (Camden) adopting the principaltrafficked street network within thedevelopment (including the Boulevard, TransitStreet, Goods Street, Canal Street, YorkStreet and other trafficked streets withindevelopment zones R and S), upon itscompletion, provided the very high standardsof management and maintenance set by thedevelopment continue to be maintained.

6Other parts of the public realm, includingPancras Square and its connecting pedestrianroutes; public realm areas around the ‘GoodsYard’ complex of historic buildings; the gasholders zone; Handyside Park; Cubitt Squareand Cubitt Park would be managed andmaintained by the development estate. Fullpublic access to these areas would be securedvia a legal agreement.

On this basis, the Applicants and LB Camdenwould together, to ensure that the publicrealm is well maintained so that surfaces,lighting, benches etc are kept in a good stateof repair and can be used by everybody.Information from this Access Strategy andfuture, more detailed Access Statementswould assist in the management of thedevelopment (public realm and buildings),explaining how inclusive design featuresachieve accessibility and identifying the stepsneeded to ensure that they continue to bemaintained in working order.

We propose to set out our approach withinan Estate Management charter. This wouldbe aimed at potential/incoming tenants but itwould also be freely available to others usersof the site.

31

Specific Issues

7.1 Parking for Retail in the South

The aim to create a pedestrian friendly publicrealm in the busy southern part of the sitehas led to restrictions on vehicularmovements other than public transport andtaxis. Private vehicles would access the siteto the north of the canal, where the parkingwould be located. Although this isconvenient for the activities in the GoodsYard, it is a little way from the retail alongthe Boulevard and in Pancras Square.

A number of options have been consideredand discounted to provide parking for retailcustomers in the south:

• Retail parking could be provided in thebasements of the buildings, alongside thedisabled parking for office users above.This has been discounted due to theincreased security risks of allowing thegeneral public access to undergroundbasement areas and because of theincreased complexity of providing accessbetween the relatively small retail unitsand the basement parking;

• On street parking would not be providedto the south of the Canal, because of theexcessive management burden implied bycontrolling public vehicular access todisabled badge holders only. Furthermore,any parking would have to be located onareas of Principal Public Realm and wouldboth reduce the feeling of pedestrianpriority and make it more difficult tomove across the spaces.

It would, however, be possible to access thearea directly via taxi and by bus, as describedabove. Additionally, once the LondonUnderground Northern Ticket Hall iscomplete, King’s Cross Underground stationwill be fully accessible to users withdisabilities.

7


7.3 Canal StepsThe canal steps are a feature linking GranarySquare and the canal, taking advantage ofthe significant level change between the twospaces. They are intended to provide lessformal areas for people to stop, sit andperhaps eat their lunch but also to provide ameans of access between the upper andlower level. Because of the significant levelchange and limited space available, betweenthe Fish and Coal building and Wharf Road,it would not be possible to provide a ramp atthis location.

However, ramps would be provided withinreasonable proximity to both the east andwest, providing a link between GranarySquare and the canal and access to newspaces at towpath level.

7.2 Gradient on Goods WayThe gradient of Goods Way currently exceedsthe stated target maximum gradient of 1:20.Some realignment is proposed as part of thedevelopment, principally to manage thegradients for the north-south flow of peopleacross the two proposed new bridges and totie them into the levels of Granary Square, asdictated by the existing buildings. This wouldresult in gradients along Goods Way West ofaround 1:15.

The constraints, including the level of theroad passing underneath the new CTRLStation, Pancras Road, Goods Way as itpasses over the Gasworks tunnels and thelevel of Granary Square, together with thelocation of the bridges, has meant that it hasnot been possible to achieve a safe verticalalignment for the carriageway and keepgradients below the target maximum.

To mitigate this, alternative, albeit longer,routes would be available along Pancras Roadand through the development, reaching thecrest of Goods way via the Boulevard.Benches would be located at appropriateintervals along these routes.

33

Further Reading and Reference

1 Principles for a Human City, Argent St George, LCR and Exel, July 2001

2 The Triangle site lies to the east of theChannel Tunnel Rail Link alignment forYork Way. See plans at Annex A

3 Green Travel Plan p32, Argent St George, LCR and Exel, withassistance from Arup, April 2004

4 Public Realm Strategy p51, EDAW, TLA, GPA, ADC Argent StGeorge, LCR and Exel, April 2004

5 Regeneration Strategy p33, Arup, Argent St George, LCR and Exel, April 2004

6 Transport Assessment p89, Arup, Argent St George, LCR and Exel, April 2004





11 Urban Design Statement (3.8), Allies and Morrison, Porphyrios Associates,TLA, Argent St George, LCR and Exel, April 2004

12 Revised Main Site DevelopmentSpecification, para 4.65 Argent StGeorge, LCR and Exel, April 2004

13 Urban Design Guidelines (v), Allies and Morrison, Porphyrios Associates,TLA, Argent St George, LCR and Exel, April 2004


15 Regeneration Strategy p62, Arup, Argent St George, LCR and Exel, April 2004

16 Public Realm Strategy p69, EDAW, TLA, GPA, ADC Argent St George,LCR and Exel,April 2004

17 Framework Findings, Argent St George, LCR and Exel, June 2003

18 Public Realm Strategy p51, EDAW, TLA, GPA, ADC Argent St George,LCR and Exel,April 2004

NB Argent St George Limited has changed itsname to Argent (King’s Cross) Limited. Theapplication documents published in April2004 refer to the old company name.

8

35

Annex A:Selected Parameter PlansA

37

ASe

lect

ed P

aram

eter

Pla

ns


A

39

ASe

lect

ed P

aram

eter

Pla

ns


A

41

ASe

lect

ed P

aram

eter

Pla

ns

43

Annex B:Principal Public Realm Access AuditB

Purpose of DocumentThis audit report has been prepared tosupport the planning applications for theKing’s Cross Central development. Itinforms, and forms part of, the Access andInclusivity Strategy for the developmentprepared by the Applicants, Argent (King’sCross) Limited, London and ContinentalRailways Limited and Exel plc. The report isbased on design drawings, prepared byTownshend Landscape Architects, whichform part of the Main Site planningapplication and describe the proposeddevelopment.

This report provides an audit of the accessissues relevant to the proposed public realmareas, which provide the framework for thehigh density, mixed use redevelopment ofsome 67 acres.

The planning and design for the King’sCross Centre site are intended to achieveinclusive design and accessibility foreveryone, including disabled people, as setout in the Applicants Strategy. The designconcept for the public realm is describedbelow in more detail.

Project DescriptionThe Main Site is bounded by Euston Road tothe south, St Pancras Station to the west,King’s Cross Station and York Way to the eastand the Channel Tunnel Rail Linkembankment to the north west, plus theTriangle Site adjacent to Randall’s Road at thenorth east side. The Regent’s Canal runsthrough the centre of the site.

The development consists of mixed usecommercial, residential and otherdevelopments, with a network of roads,pedestrian routes, public squares and otheropen spaces and landscaping, throughout thesite. Overall, the principal public realm wouldrepresent some 40% of the Main Site area,at the completion of the development,excluding the area earmarked for King’s CrossStation Enhancement, the Midland Yard, YorkWay and ‘Urban Home Zones’ areas.

Many of the new public ream areas would bealong the Regent’s Canal, including aterraced area (with ramps) around re-erectedgas holder guide frames. The guide frame forgas holder no 8 would be re-erected as afree-standing structure, to enclose new playfacilities and open space. Storage space foroutdoor/demountable play and sportsequipment; one or more function rooms andtoilet facilities could be incorporated into thedesign of a multifunctional, high-technologyramp, spiralling up the inside of the gasholder no. 8 guide frame.


The ramp could provide two public platforms,the first at first floor level (above the functionspace) and the second 5-6 metres aboveground floor level, with views over theRegent’s Canal.

The proposed development includes thefollowing features as described in the Accessand Inclusivity Strategy document:

• Pedestrian friendly environment;

• Pedestrian priority in key locations;

• Pavements with tactile surfacing;

• Minimal changes in footpath levels;

• Carefully designed landscape proposalsincluding seating and the provision of liftsand ramps where necessary; and

• Use of colours, lighting and informationsystems to help people understand, use and enjoy King’s Cross Central.

Statement of Aims – InclusiveDesignThe concept of inclusive design is at the heartof the proposed development. The scheme isplanned and designed to be inclusive in orderto meet the diverse needs of the widercommunity taking into account different agegroups (including children and older people),safety issues for women, ethnic backgrounds,and physical and sensory capabilities (includingpeople with physical and other disabilities).

In relation to accessibility, best practicestandards for inclusive design have providedguidance for the proposed development. Forexample, the design of access to buildings, carparking areas, the public realm, and publicpathways across the site secure ease of accessfor everyone including disabled people.

The aim of Access Design Consultants is toensure that appropriate standards foraccessibility can be met at the outset, to meetexpectations for mainstream inclusive design,and to ensure that the aims of the DisabilityDiscrimination Act 1995 can be met.

The applicants have commissioned AccessDesign Consultants (ADC) to provide anindependent and critical audit of the mannerin which issues relating to access have beenaddressed by the Proposed Development. In this role, ADC has provided professionaladvice to ensure that access issues areproperly considered throughout the designprocess. In effect, ADC are acting as‘Inclusive Design Champions’ within theprofessional team, to ensure that theobjectives of inclusive access have beenincorporated into the design of the schemeand that relevant standards have been adopted.

OverviewThe site has significant changes of level,particularly in the areas of the canal andGranary Square, with ground levels rangingfrom 16m AOD to 28m AOD across the site.

However, within the proposed public realmthe principal pedestrian routes (see below)would all be less steep than 1:20 and aredesigned to be fully accessible to all residentsand visitors. The principal pedestrian routesand secondary pedestrian routes aredescribed in more detail below.

One of the secondary pedestrian routes,Goods Way West, would have a slopegradient of more than 1 in 20, because ofexisting level constraints imposed on GoodsWay by St Pancras Station, the Canal andlevels within Granary Square.

Key Access Features Related tothe SchemeKey features of the site planning and designproposals include the following (references toApproved Document Part M, 2004, areabbreviated as ‘ADM’);

45

BPr

inci

pal

Pu

blic

Rea

lm A

cces

s A

ud

it

1. Characteristics of the PrincipalPedestrian Routes

The access proposals will be anevolving design, developed as theunderstanding of good practicedevelops. The following are the currentdesigned characteristics for theprincipal pedestrian routes:

• clear and legible, easy to find andto use

• step-free, with gradients less steep than 1:20

• surfaces which are smooth, non-slip, have defined edges and aresuitable for all users, includingwheelchairs users, people withwalking difficulties, frail elderlypeople, people with wheeledluggage, families with children inpushchairs etc.

• street furniture which includesseats, with resting places forwheelchair users, at intervals of 50metres

• illumination along the entire routefor way-finding and security

• distinctive features and signage tohelp people to find their way andto know where they are. This mayinclude audio information andsignage as appropriate.

• landscaping including planting,sculpture, water features and playfacilities to provide opportunitiesfor information, varied experiencesand enjoyment

• any areas adjacent to the principalpedestrian routes, including thesecondary pedestrian routes andany steps, ramps or changes oflevel are to be designed to thestandards of current good practice.

• the legibility of the hard and softlandscaping will be developed toachieve consistency throughout thesite, including the use of tactile andtextured surfaces to inform peopleof any potential hazards andobstacles.

2. Features of the Principal Pedestrian Routes

These routes are illustrated on the drawingsfor ‘Principal Pedestrian Routes’ by TownshendLandscape Architects and typical features arenoted below:

A1 Station Square, Pancras Square,Canal Square, Granary Square

• pedestrian crossings

• three sets of steps in Pancras Square

• canal bridge

• changes of level in Canal Square

A2 Pancras Road, the Boulevard, Canal Square, Granary Square


• bus stops

• canal bridge


B Granary Square, Transit Street, CubittSquare, Cubitt Park, North Square


• two bridges over the canal (as A1 andA2)

• flights of steps down to the canal path

C Canal Path, North Side, Lower Level

• canal path and edges

• steps up to Granary Square, WharfRoad and Coal Drop Yard

D Corniche along Canal, North Side,Upper Level


• two bridges over the canal (as A1 andA2)

• flights of steps down to the canal path

E York Way, South of Goods Way toRandell’s Road / Rufford Street, onWest Side Only


• pavement surfaces and edges

• bus stops


3. Features of the Secondary Pedestrian Routes

These routes are illustrated on thedrawings for ‘Secondary PedestrianRoutes’ by Townshend LandscapeArchitects and typical features are notedbelow:

The secondary pedestrian routes areintended to provide a permeablecirculation network throughout the site,enabling people to follow pathwaysbetween buildings and across publicspaces, without having to walk aroundlarge blocks. The secondary routes willshare most of the features of the primarypedestrian routes but cannot all be step-free. Where steps or ramps are provided,they will be designed in accordance withcurrent good practice.

R Goods Way East and Goods WayWest (York Way towards StPancras Road)



S Goods Street East and GoodsStreet West (York Way to CanalStreet)


• bus stops

• access to canal path

T North Square, Cubitt Park, CubittSquare, Coal Drop Yard, CanalBridge Westward

• ‘Home Zone’ details


• routes across Coal Drop Yard

• canal bridge and path towards St Pancras Road

U Canal Street

• pedestrian route with pedestriancrossings

• bus stops

• southern part of Canal Street ispedestrianised/restricted access,near Gas Holder No. 8

V York Square, York Street, Goods Street East, Cubitt Square, Holder Street

• a variety of routes providingopportunities to cross the sitenorth-east and south-west

• Routes within development zone R(between York Way and CubittSquare) would be configured with‘Urban Home Zone’ details

• Holder Street would bepedestrianised/restricted access,leading towards Gas Holder No. 8

W Step Free Access to the CanalPath

In addition to steps down fromGranary Square to the canal path,there will be step-free access to thecanal path at five locations, two nearWharf Road and three near the GasHolders. These step-free routes willconsist of pathways with a shallowslope, each with a gradient of 1:20or less.

4. Features of the Gas Holder No. 8 FluxPark Ramp

The proposed ramp and platforms havebeen designed to be accessible todisabled people. The lower platformwould be directly accessible via a lift.Thereafter the ramp would maintain agradient of c. 1 in 14 with rest stops atappropriate intervals. The rampbalustrade system would be designed tomaintain safety and views to /from thegas holder guide frame.

47

BPr

inci

pal

Pu

blic

Rea

lm A

cces

s A

ud

it

Using History in ImprovingAccess at King’s CrossA thorough understanding of the history ofthe site is essential to ensure a satisfactorybalance between conservation andinnovation in the development of theproposals for improved access. The HeritageBaseline Study, carried out by InternationalHeritage Conservation and Management andsubmitted in support of the planningapplications, provides details of theidentification and evaluation of the historicfeatures on the site. Part 3 of this study,Historic Surfaces, is particularly relevant tothe development of the access proposals.

The Heritage Baseline Study identifies thefeatures as having major, moderate andminor historic value. The features noted asbeing of major historic value include thefollowing:

• Area F3/1 - landscaping featuresassociated with the Coal Drops

• Area F4 – south end of the Eastern CoalDrop, “an important surface providing acoherency to the functioning of thesurrounding heritage buildings”

• Area F5 - north-south passageway to theeast of the Eastern Coal Drops

• Area F6 - upper surface of the WesternCoal Drops Viaduct

• Area F7 - “three surviving capstans ofmajor value”

• Area G5/1 – site of the former GranaryBasin, of “major value relating to thefunctioning of the former Granary Basin,the Granary and Transit Sheds”

• Area G5/3 – passage way adjacent to theWestern Transit Shed, “major value forillustrating historic uses”

• Area H1/2 – west of the Midland GoodsShed, “ a link between the various areasand buildings”

• Area H7 – “major value remnants relatedto features surviving within the GranaryBasin area (G5/1)”

• Area JB - “major value granite setts”

• Area JD – “ exposed areas of smallsquare mixed-colour granite setts”

• Area KD – downstream of St PancrasLock in front of east end of WesternGoods Shed, “part of basin entryfeatures”

As the detailed design develops, the historicsurfaces and features would be incorporatedinto the access and circulation routes withthe objective, as far as is practical, of protecting and enhancing these featuresas an integral part of the landscaping of the site.

Technical References andGuidanceThe key standards relating to the principalpublic realm are as follows:

• Building Regulations: 2000 – ApprovedDocument Part M (2004)

• British Standard 8300: 2001- ‘Design ofbuildings and their approaches to meetthe needs of disabled people’.

• British Standard 5588 Part 8 – ‘Means ofescape for disabled people’.

• Inclusive Mobility – Department forTransport

The Strategy provides a fuller explanation ofrelevant standards and guidance.

Management and MaintenanceArrangementsThe developers are aiming for exemplaryaccess standards both in built form and inoperational terms, to meet their legalobligations and enhance their businessopportunities. These objectives would ensurethe maintenance of high standards forinclusive access.

Adrian Cave/ADC, August 2005

49

BPr

inci

pal

Pu

blic

Rea

lm A

cces

s A

ud

it

51

Annex C:Triangle Site Access Audit

Purpose of this DocumentThis statement has been prepared to supportthe planning application for the King’s CrossTriangle Site development. It informs andforms part of, the Access and InclusivityStrategy for the development prepared by theApplicants, Argent (King;s Cross) Limited,London and Continental Railways Limited andExel plc. The report is based on the ParameterPlans that define the proposed developmentand additional illustrative scheme drawings,prepared by David Morley Architects, thatreflect the Applicants intention forsubsequent detailed design.

This report provides an audit of the accessissues relevant to the proposed development.

The planning and design for the King’s CrossTriangle Site are intended to achieve inclusivedesign and accessibility for everyone,including disabled people. The proposeddesign is described below in more detail.

Project DescriptionThe site is adjacent to York Way and theproposed development includes the followingfeatures:

• a street block along the York Wayfrontage (Block B with 7 residential levels2-8) and a supermarket below

• a taller stepped block at the north end of the site (Block A, with residential levels 1-17)

• a Health and Fitness Building along theeastern edge (Block C, varying with up to 3 storeys)

• an open amenity space, with potential forcontrolled access from the Health andFitness Building, in the middle of the site

• public realm space at the south corner onRandell’s Road

• a service under-croft with car and bicycleparking/storage.

Statement of AimsThe concept of inclusive design is at the heartof the proposed development. The scheme isplanned and designed to be inclusive in orderto meet the diverse needs of the widercommunity taking into account different agegroups (including children and older people),safety issues for women, ethnic backgrounds,and physical and sensory capabilities(including people with physical and other disabilities).

C


In relation to accessibility, best practicestandards for inclusive design have informedthe proposed development. For example, thedesign of access to buildings, car parkingareas, the public realm, and public pathwaysacross the site provide secure ease of accessfor everyone including disabled people.

The aim of Access Design Consultants is toensure that appropriate standards foraccessibility can be met at the outset, tomeet expectations for mainstream inclusivedesign; and to ensure that the aims of theDisability Discrimination Act 1995 can be met.

Commitment to Inclusive DesignThe applicants have commissioned AccessDesign Consultants (ADC) to provide anindependent and critical appraisal of themanner in which issues relating to accesshave been addressed by the ProposedDevelopment. In this role, ADC has providedprofessional advice to ensure that accessissues are properly considered throughout thedesign process. In effect, ADC are acting as‘Inclusive Design Champions’ within theprofessional team to ensure that theobjectives of inclusive access have beenincorporated into the design of the schemeand that the relevant standards have been adopted.

OverviewThe site is largely level but there areconsiderable changes of level around theperimeter. York Way rises by about 4.5metres along the western edge of the site,from north to south and Randell’s Road risesa further 1.5 metres on the south side, fromwest to east, giving a total difference aroundthe site of approximately 6 metres. Thesechanges of level are used to provide step-freeaccess at several different levels within the development.

Within the buildings, lifts would provideaccess to all floor levels so as to ensure thatall floor levels are fully accessible for disabled people.

Key Access Features Related tothe SchemeKey features of the site planning and designproposals include the following (references toApproved Document Part M, 2004, areabbreviated as ‘ADM’);

1. External Approach

The site is bounded by the re-alignedYork Way to the west, Randell’s Road tothe south and by railway lines to thenorth and east. The adjoining publicpavement levels range from 28.1 at thesouth east corner down, by Randell’sRoad, to 23.83 at the north west corner,a difference of 4.27 metres.

York Way is the main vehicular route withbus services, some of which have vehicleswhich are fully accessible for disabledpeople. New pedestrian crossings wouldprovide safe and convenient access toand from the bus stops on both sides ofthe road and there would also be setting-down points for people using taxis.

2. Car Parking

For car users, the entrance into theparking undercroft is level at the north ofthe site (at level 23.1). Designatedparking spaces for disabled people wouldbe provided close to the lift cores servingthe residential blocks and the health andfitness facilities.

Designated parking spaces (2 no.) would be provided externally outside Block A (level 23.1).

3. Entrances to the Buildings

The main pedestrian entrances into thebuildings are from York Way, providinganimation at this important and veryvisible frontage of the site. The entranceswould be step-free, with slightly twistedthresholds to allow for the gradient onYork Way.

53

CTr

ian

gle

Sit

e A

cces

s A

ud

it

Entrance doors would be designed tobe in accordance the ADM guidelines.

• Shops:

a retail unit at level 27.1

b supermarket at 26.1

c retail unit at 24.1

• Health and fitness facilities: levelentry at level 28.1, adjacent to thepublic realm space

• residential development: entrancesto each block at approximatelylevel 24.5 and 26.5 (Block B), 23.1(Block A).

4. Horizontal Circulation

Internal circulation within the buildingswould be in accordance with the ADMguidelines. Illustrative floorplans forthe residential blocks show internalcorridor widths of 1.6 meters.

5. Vertical Circulation

The lift cores serving the residentialblocks would each have two lifts, to bedesigned in accordance with the ADMguidelines (Lift sizes not less than 1100x 1400mm) as will any single liftserving the health and fitness facilities.

Garden lobby: a lift, designed to theADM guidelines, would provide accessfrom the York Way frontage (approx24.5) up to the entrance levels forBlock A, Block B and the centralAmenity Space. If the lift is out oforder, alternative access would beavailable through at least one lift corein each residential block.

Access to the amenity space would bestep-free from the lifts which serveBlock B. The garden lobby/lift andramps, designed to the ADMguidelines, would provide access fromthe entrance levels of Block A andthere would also be external openspace at the same level as theseentrances.

Health and fitness facilities: an internal liftwould serve the car park (23.1), entrancelevel from Randell’s Road (28.1) andupper floor levels (32.1 and 36.1).

6. Facilities at the Premises

• shop: to be designed for inclusiveaccess and use

• health and fitness facilities: to bedesigned for inclusive access and use,with swimming pool and rooms forvaried uses and activities. There is thepotential for users of the facilities tohave step-free access to the centralamenity space, using the lift forinternal changes of level.

• residential development: to bedesigned for access by disabledpeople (see below)

7. Lifetime Homes

The ability to adapt homes to changingcircumstances could help to widen theappeal of residential units to a largerproportion of the population. Guidancefor the design of adaptableaccommodation is currently providedunder the banner of ‘lifetime homes’.

Lifetime Homes currently have sixteendesign features, which aim to ensure thata new property will be flexible enough tomeet the existing and changing needs ofmost households. These standards aresimilar to the Part M Building Regulations20005 requirements and to The HousingCorporation Scheme DevelopmentStandards. However, the Lifetime Homestandards requirements are morestringent in a number of areas; theserequirements are set out in the JosephRowntree Foundation report ‘MeetingPart M and Designing Lifetime Homes’(1999).


The Lifetime Homes standards were notwritten with high density, flatteddevelopment in mind and there are somecalls to re-evaluate their purpose. In thiscontext, Lifetimes Homes standards retaina general application but are likely to bemost relevant to meeting the needs ofsocial rented and intermediate housingoccupiers. The Government announced inMarch 2004 a review of Part M, toconsider whether Lifetime Homestandards or an updated version shouldbe included in the Building Regulations.

As residential buildings are broughtforward for detailed design, they wouldaim to meet the Lifetimes Homesstandards, to the extent that this isconsistent with the high density, mixeduse masterplan and the terms of theoutline planning permission.

The attached table reviews the proposeddesign against the Lifetime Homesstandards. In summary, Lifetime Homesstandards can be achieved, with somepotential exceptions, principally in relationto the proposed Duplex units.

The London Plan sets a target for 10% ofall new homes to be wheelchairaccessible or easily adaptable forwheelchair users. This is challengingwithin a high density development andthe Applicants consider that, subject toidentifying local need, agreement ongrant funding, design and other deliverymechanisms, the priority should be toprovide up to 10% wheelchairaccessible/easily adaptable social rentedhomes. ADC has reviewed the schemedesign and can confirm that theproposals could meet the 10% target forsocial housing within Block B.

The Applicants consider that the targetfor intermediate and market housingshould be determined with the benefit offurther local market testing, to assess thelikely take up of the accommodation.

8. Emergency Escape

In the residential blocks, safe refugeswould be provided in the lift lobbies ateach floor level. Emergency evacuationpolicies and procedures are to bedeveloped.

Technical References andGuidanceThe key standards relating to the Triangle Siteproposals are as follows:

• Building Regulations: 2000 – ApprovedDocument Part M (2004)

• British Standard 8300: 2001- ‘Design ofbuildings and their approaches to meetthe needs of disabled people’.

• British Standard 5588 Part 8 – ‘Means ofescape for disabled people’.

The Strategy provides a fuller explanation ofrelevant standards and guidance.

Management and MaintenanceArrangementsThe developers are aiming for exemplaryaccess standards both in built form and inoperational terms to meet their legalobligations and to enhance their businessopportunities. These objectives would ensurethe maintenance of high standards forinclusive access.

Adrian Cave/ADC, August 2005

55

CTr

ian

gle

Sit

e A

cces

s A

king’s cross central...king’s cross central access and inclusivity strategy argent (king’s...

Documents