Transport Proceedings of the Institution of Civil Engineers

Volume 167 Issue TR4 Transport 167 August 2014 Issue TR4
Pages 207–216 http://dx.doi.org/10.1680/tran.12.00022
Construction of the King’s Cross northern Paper 1200022
ticket hall, London, UK Received 30/01/2012 Accepted 19/11/2012
Published online 22/04/2013
Worthington and Awinda Keywords: contracting/excavation/foundations/temporary works

ICE Publishing: All rights reserved

Construction of the King’s Cross

northern ticket hall, London, UK
j
1 Jim Worthington BSc, CEng, MICE j
2 Kenneth Awinda MSc, CEng, MICE
Engineering Manager, Balfour Beatty Civil Engineering Ltd, Redhill, Senior Lecturer, Civil Engineering and Surveying, University of
Surrey, UK Portsmouth, Portsmouth, UK

j
1 j
2

The recent completion of Network Rail’s new western concourse at King’s Cross station is the culmination of over 12
years of above and below ground station modernisation work that has transformed rail transport links in this part of
north London, UK. The new concourse has been constructed directly above London Underground’s northern ticket
hall, which was the second and last phase of the redevelopment of its King’s Cross St Pancras station. The construction
of the northern ticket hall was a major undertaking and ultimately provided the support structure for the western
concourse. The new ticket hall greatly enhances the overall capacity of the underground station and provides a
second means of access to the Northern, Piccadilly and Victoria lines while also incorporating below ground links to
both the King’s Cross and St Pancras main line stations and to the enlarged Tube ticket hall. This paper describes the
overall construction methodology of the main box forming the ticket hall with particular reference to the techniques
used for bulk excavation, installation of plunge columns and the use of temporary propping.

1. Introduction
The northern ticket hall sits beneath the new semicircular western
concourse to the west of King’s Cross main line station in London,
UK (Figure 1) and was built during phase 2 of the underground
station redevelopment, whereas the Tube ticket hall and western
ticket hall were both completed during phase 1 (Evans et al., 2011).
The main box forming the northern ticket hall (Figure 2) was
constructed over a four-year period at a cost of £150 million and
involved the top-down construction of a four-level 21-metre-deep
reinforced concrete and steel structure. Work on the main box
began in May 2006 and the majority of the civil and structural
works were completed by December 2007. Fit-out of the ticket
hall and associated access tunnels and link passages then
followed, which included installation of all the architectural
finishes, communications’ equipment, lifts and escalators, and
building services. The ticket hall was opened ahead of schedule
in November 2009 with overall completion in 2010.
The main box structure was built within a previously installed
contiguous bored pile wall forming the perimeter of the box. The
piling works, which also included large-diameter bored piles
beneath the structure, were undertaken in advance under a
separate contract. Also constructed in advance was the hub shaft,
which provided the starting point for the tunnelling works that
proceeded independently of the main box to create the access
routes from the new ticket hall to the existing station platforms
(Bessant, 2004). Piling was undertaken from existing ground
level and those piles designed to support the internal columns of
the ticket hall were constructed with a removable hollow tube
into which the steel plunge columns would later be installed.
Given the close proximity of the existing listed buildings, monitor-
ing of ground movements throughout the construction period was
essential to check that any resulting settlements were within
previously determined limits (Macklin and Yeow, 2004). Monitor-
ing of loads in several of the temporary props and monitoring of
the deflections in the tower-crane mono-pile foundations were also
undertaken, recognising the importance of ensuring the safety of
the adjacent main line station and the thousands of commuters
using the station or passing the site each day.
2. Construction sequence
The construction sequence for the new ticket hall was established
by the designer to suit a largely top-down form of construction,
although there was an opportunity for the contractor to review
and refine the sequence pre-contract. The works were broken
down into various stages which included the installation of
temporary props as the excavation proceeded downwards. A
series of construction-sequence drawings prepared by the designer
also indicated the temporary loads that needed to be catered for
by the props.

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Transport Construction of the King’s Cross northern
Volume 167 Issue TR4 ticket hall, London, UK
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York Way
St P Northern Ticket Hall
ancr
as li
nk
King’s Cross

Victoria
line
Piccadilly
Pan

line access Link passagew

ay
cra

Link passag
eway
s

Victoria
Roa

St Pancras line
d

International access
Piccadilly
line access
Tube Ticket Hall
Northern
line Northern &
access Victoria lines
access
Northern Thames
line Link
District &
Circle lines
District &
Circle lines
access
N
Midland

District &
Western Ticket Hall Circle lines
Road

access Subsurface interchange

ticket halls and link
passages
Piccadilly line 50 m
ad Scale
n Ro
sto
Eu

Figure 1. King’s Cross St Pancras underground station ticket halls

3. Initial excavation and plunge column
installation
Top-down construction was adopted by the permanent-works
designer in order to provide the ground slab at the earliest
practicable time. In addition, this method of construction also
minimised ground movements, thereby greatly reducing the risk
of any damage to the adjacent King’s Cross main line station and
Great Northern Hotel, both of which are listed structures.
The design required the installation of 27 plunge columns inside
steel casings prior to commencement of bulk excavation (Figure
3). These plunge columns were designed to support the vertical
load from the northern ticket hall slabs as construction progressed
downwards and were also designed to support the future western
concourse that would be built later by others under a separate
Network Rail contract. The bottom ends of the columns were
positioned within steel plunge tubes which had previously been
installed on top of the concrete piles. The plunge tubes were
‘plunged’ into the top of the wet concrete during pile construc-
tion, giving rise to both their name and the term, plunge columns.
Prior to the installation of the plunge columns, the ground was
reduced to a level where the top of the casings was at waist
height. The top section of the casings then provided edge
protection against falls down the casing.
Plunge columns were installed by the steelwork subcontractor,
Watson Steel Structures Limited (WSSL), over a two-week
programme starting from the middle of August 2006. Planning of
optimal locations for the mobile crane used for the column
installation was undertaken in close liaison with the steelwork
subcontractor in order to minimise crane movements while

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Worthington and Awinda

Northern ticket hall, Phase 2 St Pancras

works, completed in 2010. trains
This interchange structure sits To surface
subsurface between King’s

N
Cross and St Pancras Stations
5 m below ground

To surface

Escalators take
passengers down
20 m to the Tube
concourse

41 300 m3
Link passageway excavation quantity (phase 2)
and Northern 11 900 m3
line access structural concrete (phase 2)

Link to
Tube King’s Cross
ticket hall trains

Figure 2. Northern ticket hall

Grout holes maximising the number of columns that could be installed from
one crane location. The heaviest column weighed 15 t and using
a 70 t mobile crane allowed an operating radius of 9 m.

The plunge columns were installed within the existing steel

casings which sat above the foundation piles. A shackle bolted
through the web of the plunge-column top was used to lower the
Base plate columns into the casings. Once installed, the plunge columns
were then held in position by temporary bracings welded to the
top of the casings. These bracings were not removed until the
Shims
columns were stabilised by surrounding structural steel beams.
Plunge tube
A closed-circuit-television (CCTV) camera was used to guide the
columns into the plunge tube below, which also reduced the need
for the erectors to lean over the casings (Figure 4).

4. Bulk excavation
Plunge column installation The excavation required the removal of 41 300 m3 of material
1. Survey plunge tube consisting of made ground, London clay and old buried struc-
2. Fabricate column to reflect survey tures. The main challenges were posed by the constricted nature
3. Fix base plates
4. Place shims inside plunge tube on site
of the site, the need to progress construction activities without
5. Drop column down pile bore disrupting station users, and restrictions on working hours and
6. Erect surrounding floor beams vehicle movements imposed by local authorities.
7. Grout bottom base plate
8. Final encasement of stub column as base slab is constructed
All of the excavation occurred above the groundwater table and
Figure 3. Installation of plunge columns temporary drainage was principally only required to cater for
rainwater removal. A small amount of water seepage occurred in

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Worthington and Awinda

Plunge column

Monitor for CCTV

Top of casing

Figure 6. Spoil of 15 000 m3 during bulk excavation to ticket hall

level 1
Figure 4. Positioning a plunge column

maximum slope of 1:1 but ground conditions dictated where

a couple of areas of the site, but when investigated this was found
to be due to leaking mains.
Bulk excavation of the northern ticket hall (NTH) main box was
carried out in sequence to allow the construction of the levels 1
to 4 slabs (Figure 5).
Central to each stage within the construction sequence was the
need to minimise ground movement by ensuring that the excava-
tion was always adequately propped. During the first-stage
excavation, the ground level in the main box was reduced to a
level that provided a suitable platform for constructing the ticket
hall level 1 slab.
The least distance between the plunge columns was about 5 m,
which influenced the size of plant to be used and sequence of
excavation (Figure 6). Excavating between columns in strips from
east to west minimised the need for plant to manoeuvre between
the columns. The sides of the excavation were battered to a
9 10 11 12 13 14 15 16 17 18 19 20 21 22
Ground level roof slab (Level 0)
115 Infill
Ticket hall slab (Level ⫺1)
111
Hub shaft Plunge
m AOD
shallower slopes were required.
Sections of contiguous piles that were above the level of excava-
tion were broken down using conventional hydraulic breakers.
The work also involved removal of buried old and disused
structures including remaining sections of a tunnel and a transfor-
mer subway on the north-east corner of the site.
At the start of excavation a ramp was formed on the western side
of the main box for removal of excavated material by direct
loading into wagons (Figure 7). Where possible, wagons reversed
into the area by way of the access ramp and between the plunge
columns. The excavation was carried out starting at both the
north and south ends of the main box and working progressively
inwards. A point was then reached where access past the ramp
for the excavating plant became difficult. This left a middle strip
of the main box as access. The excavation of the east side of the
main box was then progressed starting with the link passageway
and proceeding west and out towards the ramp. When the
excavation was advanced enough, this ramp was removed and
road wagons could no longer come into the main box. At this
point excavated material was removed by certified skips lifted by
a crane to a muck bin in the south-west corner of the site.
Various 360-degree excavators were used as required to excavate

columns
106 and load the spoil into road wagons for disposal off site. The
material excavated consisted of the remaining layer of made
100
ground followed by London clay.
96
Disposal of excavated material had been identified as one of the
Piles top-ten commercial project risks. Before each loaded wagon left
the site, a waste-transfer ticket was issued specifying the type of
material it was carrying and the location of the disposal site. This
procedure was carried out to comply with duty of care imposed
Figure 5. Typical cross-section through northern ticket hall by the Environmental Protection Act 1990 (1990) to pass on all
relevant information to the chain of custody. The disposal site

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Worthington and Awinda

Discharge tank Muck

Access bin
ramp
Sump & pump

115·4 110·5
115·4
110·5

Hub shaft
115·4

115·4
To Tube ticket hall

Exposed plunge columns Excavation Excavation and blinding

Figure 7. Schematic diagram showing progress of bulk

excavation to level 1

was determined in accordance with the requirements of the

Landfill Regulations 2002. When leaving the site all wagons
passed through a wheel-cleaning facility to remove excess mud
before going onto the public highway.

When necessary, surface water within the excavation was pumped

into a sump located in the south-west corner of the main box.
From here the water was pumped to a settlement tank adjacent to
the sump before being discharged into the mains drain by way of
a specified manhole.

Excavation for levels 2 and below was started once sufficient

suspended slab (roof and ticket hall) and associated propping had
been installed in order to meet the requirements for temporary
propping of the walls to the main box (Figure 8).
Management of risks relating to the public interface, pedestrian
access, plant movements and the working environment provided a
framework within which safety procedures and construction
techniques were implemented. Even though the excavation to
levels 2 and below was not considered to be working within a
confined space, access was controlled and air monitoring was
carried out.
The excavation was started at openings through the ticket hall
slab and proceeded in all directions. The material was removed
by loading into skips and lifted out using the crawler crane. A
Figure 8. Excavation down to level 2
40-tonne excavator was located at roof level and, using its
telescopic grab, either loaded directly into muck-away wagons or
loaded into dumpers for stockpiling in the muck bin. A debris-
netting curtain was installed to act as a guide to keep the grab
away from props in-escalator opening.
An assessment was carried out to determine suitable plant for
excavating in the vicinity of the tower crane. The general
principle was to use progressively smaller plant as the excavation
moved closer to the tower crane with hand digging required
within 1 m of the crane. Protection was installed around the tower
crane after the excavation was completed.

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120
The environmental impacts of activities such as pile breakdown
and fuelling of plant were considered with regard to dust, noise and
contamination through spillages. Control measures were specified
115
and operatives on site were briefed on the same. Prior consent for
work on site under Section 61 of the Control of Pollution Act 1974
(1974) was obtained from Camden Borough Council. The above 110
legislation was complied with by specifying the works and method
by which they were to be carried out, including steps proposed to
be taken to minimise noise resulting from the works. 105

5. Movement monitoring
Prior to the start of the bulk excavation for the northern ticket 100

Level: m
hall and before the tunnelling work for the link passages began,
ground-movement-monitoring equipment had been installed to
measure vertical and horizontal movement of the adjacent build- 95
ings. This was undertaken using permanently installed automated
total stations that took readings in ‘real time’ on pre-installed Excavation level
targets fixed to the buildings. Readings were relayed back to a 90
Inclinometer results
server that was accessible by way of the Internet. The monitoring Very high alarm
also involved the use of several inclinometers installed in the High alarm
85 Low alarm
contiguous piled wall forming the perimeter wall of the main box
forming the ticket hall.
80
A system of warning levels was established that automatically
triggered an internal notification by text if movement reached
predetermined levels. Graphical output of the readings was 75
produced to show the progressive movement as the excavation ⫺10 ⫺5 0 5 10 15 20 25 30 35 40 45
proceeded. These graphs were reviewed by the project team to Lateral movement: mm
check that movements were consistent with the excavation
Figure 9. Results of inclinometer ground monitoring
activities being undertaken and consistent with the predicted
movements which had to take into account diurnal and seasonal
effects. Three trigger levels – green, amber and red – were
established and Figure 9 indicates the extent of the actual The close proximity of the site to the grade II listed Western
movement relative to these trigger levels that was recorded in one Range building was an important consideration in preparing the
of the pile inclinometers during the period of the bulk excavation. lifting plans. Prior to the erection of the tower crane, a 70-tonne
Movements towards the excavation were recorded as positive crawler crane was used to erect the steel and precast units at
lateral displacements. ticket hall and roof levels. During lifting operations the crane jib
was positioned parallel to or away from the Western Range
6. Structural steelwork building at all times (Figure 10).
A total of about 1800 t of structural steel beams and girders was
erected on the previously installed plunge columns. Erection of The plunge columns had previously been positioned, plumbed
structural steel and precast concrete units was started by the and held in place by a temporary frame welded to the steel
steelwork subcontractor during a return visit after the completion casings. The beams were lifted into position by either tower or
of bulk excavation to level 1. crawler crane using lifting brackets bolted to the top flange about
their centre of gravity. The temporary angle supports were
Due to the constricted nature of the site, the logistics were retained until the columns were stabilised by the connecting
planned carefully with the steelwork subcontractor to ensure that beams in two directions.
the steel and precast planks were delivered on a just-in-time
basis. Detailed coordination was required between the steelwork During the erection of the structural steelwork and installation of
subcontractor and other ongoing activities such as concreting precast planks, mobile elevating work platforms (MEWPs) were
operations to ensure that enough time was allocated on the tower extensively used to prevent falls by reducing the need for erectors
crane to minimise disruptions to the erection process. This was to go onto the steel to make connections. Timber mats were
achieved largely by a collaborative approach fostered throughout placed on firm, level ground for use by mobile cranes and
the project and by regular meetings where safety, quality, progress MEWPs to prevent sinking or overturning of plant in wet
and future activities were reviewed. conditions.

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Guide plates for
installation of
precast planks
Upstands on the deeper
plate girders to support
the precast planks
Shear
studs
Protection cover to top of pile casing
cut down to ticket hall beam level
Figure 10. Structural steel erected at ticket hall and roof level
Erection of the structural steelwork at level 1 in the north-east
section of the site presented a particular challenge in that the
roof-level slab had already been constructed and therefore the
tower crane could not be used for installation. A berm had
previously been left in this position to provide temporary
propping and was only excavated once the roof slab had been
constructed.
Use of chain blocks or similar arrangements supported from the
roof-level steel beams was ruled out to avoid the risk of
movement of the structural steelwork, which was at this stage still
temporarily fixed as the raft slab at level 4 had not been cast to
fix the column bases. The solution was to lower the steel beams
through the nearest roof opening onto air skates that were placed
on a flat metal surface (Figure 11). The skate system used
compressed air to ‘float’ on the metal surface, which allowed
the operatives to push and guide the beams and skates on the
Figure 11. Use of the air skate for steel erection below the roof
slab
Construction of the King’s Cross northern
ticket hall, London, UK
Worthington and Awinda
floatable free surface. It was important for the ground below the
metal surface to be firm and level to avoid difficulties that could
arise from the skates floating down a slope. The skate system
used a bearing system with a maximum capacity of 14 t to carry
steel beams up to 7 t in weight.
The roof slab at level 0 and the ticket hall slab at level 1 were
constructed using in-situ concrete placed over precast concrete
planks (Figure 11). The precast planks were lowered onto
prefabricated extensions to the bottom flanges of the steel beams
by crane and were used as permanent formwork for the 450 mm
of in-situ concrete placed above. Shear studs on the top flanges
of the steel beams tied the slabs to the steelwork to form a
continuous slab across the structure (Figure 12). One of the
benefits of this type of composite slab was that it avoided the
need for falsework, thus shortening construction time (Bessant,
2004). Once a sufficient area of slab had been constructed across
the full width of the main box, the slab acted as the permanent
prop to the contiguous pile walls.
The roof slab was constructed first and openings were left to allow
construction to proceed below. The ticket hall slab followed and
once it was in place excavation proceeded beneath until reaching
the underside of the slab at level 2. The slab at this level was a
piled raft varying in thickness between 1100 mm and 2200 mm.
Although the majority of the construction work followed the top-
down approach, the inclined escalator slab was constructed from
the bottom upwards. The slab was inclined at 308 and trial mixes
and pours were undertaken to establish the best mix to form this
inclined slab. A low-slump mix which included a combination of
additives to allow the concrete to be pumped 21 m below ground
level proved successful in the trials and was selected. The
1000 mm deep slab was divided into a series of pours and
additional mesh reinforcement was placed at 1 m centres up the
Figure 12. Ticket hall roof steel beams and precast slabs
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Volume 167 Issue TR4
slope to assist in preventing the wet concrete flowing down the
slope during the pours.
7. Wall linings
The walls of the ticket hall were required to be watertight and, to
achieve this, reinforced concrete lining walls were cast against
the contiguous piles. As some of these walls were load-bearing
and formed an integral part of the structural box they were tied to
the piles with dowel bars. Integrity testing of 10% of the dowels
bars was undertaken by applying test loads of 1.25 times the
design load following the grouting of the bars. Any failures
resulted in additional bars being tested until a statistically signifi-
cant number of dowels had reached the test load. Although water
bar was used in all construction joints, a small amount of seepage
did occur which was subsequently dealt with by grout injection.
Given the 125-year design life of the ticket hall, a secondary
means of seepage protection was constructed by use of internal
blockwork lining walls with a drainage channel behind. The
blockwork was tied to the concrete using wall ties and the cavity
formed meant that all the internal finishes would not be prone to
water damage in the future if seepage ultimately occurred.
8. Temporary propping and load monitoring
The requirement for temporary propping was a prerequisite for
the structural stability of the ticket hall during the different
construction stages and involved the use of both proprietary and
custom-made props. Propping loads had been predetermined by
the permanent-works designer as part of their structural analysis
of the ticket hall. The propping design was undertaken in close
collaboration with the designer to ensure that suitable load paths
were provided across the main box as the excavation and slab
construction works proceeded.
The most significant propping was that of the large-diameter
tubular steel props that were installed across the escalator open-
ings at levels 1 and 2 (Figure 13). The props were designed
Figure 13. Temporary prop at levels 1 and 2 Figure 14. Strain gauge measurements of temporary prop loads
214
Construction of the King’s Cross northern
ticket hall, London, UK
Worthington and Awinda
as flanged sections in order to allow them to be lowered by crane
through temporary openings in the roof slab and then bolted
together in position. To minimise the risk of ground movement,
the props were pre-loaded by use of flat jacks that were installed
at one end of the props to apply a pre-load of 10 kN to take up
any slack before the ends of the props were grouted in place.
Given the sensitivity around ground movement, strain gauges
were installed on the six tubular props (two sets of three) at level
1 to monitor the loads being applied and check that the design
loads were not being exceeded. Automatic reading of the strain
gauges allowed a continuous assessment of the loads, and Figure
14 indicates the increasing loads as excavation proceeded. The
regular variation in the prop loads was due to diurnal temperature
changes and this was more pronounced on the three props
exposed to sunlight (props 1–3).
9. Tower-crane foundations and deflection
monitoring
Owing to the space constraints of the site it was necessary to
position the first of the two tower cranes required for the project
within the construction area of the ticket hall. As the crane was
required early in the programme before completion of the
excavation, a single 2.1 m dia. steel tubular pile was installed as
the foundation for the crane (Figure 15(a)). The pile extended
into the London clay from ground level of +116.5 to +90.0 which
was about 16 m below the level 2 slab. This meant that the pile
would become exposed as the excavation proceeded downwards.
To provide the connection between the tubular steel pile and the
tower crane, a structural steel grillage was designed by Tony Gee
and Partners. The grillage was prefabricated off site and included
a short section of the tubular pile, which was then welded to the
pile on site (Figure 15(b)). Non-destructive testing of the welds
was undertaken before the crane was installed.
When the level 1 ticket hall slab was constructed it was decided
to use the slab to restrain the movement in the pile caused by the
crane’s operation. Without this restraint there was a risk that sway
in the pile would cause a gap between the clay and the pile,
800
700
600
500
Load: kN
400
300
200 Props 1–3
100 Props 4–6
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Time: d
Transport Construction of the King’s Cross northern
Volume 167 Issue TR4 ticket hall, London, UK
Worthington and Awinda

thereby reducing the support from the ground. Automatic mon-

itoring of the tower crane movement through use of prisms fixed
to the four tower crane legs was established to check that sway in
the tower remained at acceptable levels as more of the piled
foundation was uncovered.

10. Conclusion
Construction of the King’s Cross northern ticket hall involved a
number of significant challenges, not least of which was main-
taining the integrity of the existing surrounding infrastructure and
ensuring the safety of the public using the two adjacent main line
stations. The risks of constructing such a deep structure in close
proximity to King’s Cross station were mitigated through close
collaboration with the designer to ensure that a combination of
temporary and permanent works always provided support across
the structure as the excavation proceeded downwards. Neverthe-
less, it was the use of the various monitoring regimes that
provided the regular feedback to verify that work was proceeding
in a controlled and safe manner.

The construction methodology was heavily influenced by the

confines of the site, which prompted the use of plunge columns,
the tower-crane mono-pile foundation and air skates for installa-
tion of heavy steel girders beneath already constructed slabs.
Each of these solutions involved an element of development or
innovative thinking to adapt it to suit the particular requirements
of the project and minimise safety risks. For example, cleaning
the base of the plunge columns, some of which were 20 m deep,
and grouting the column bases were undertaken from ground
(a) level to eliminate the risks of working within confined spaces
inside the tubes. The method devised involved the use of steel
pipes fed from ground level through pre-drilled holes in the
column base plates to deliver the flushing water and then the
grout. The success of the mono-pile tower-crane foundation led
to a similar solution being used for a tower crane used in the
construction of the western concourse works.

The completion of the northern ticket hall has greatly enhanced

the overall capacity of the King’s Cross St Pancras underground
station and has provided step-free access to the Victoria, Picca-
dilly and Northern line platforms. The below-ground structure,
while creating a modern new ticket hall, also supports Network
Rail’s new western concourse above, where direct access has been
provided between the two structures through the use of lifts and
escalators. The construction of the northern ticket hall was the
last phase of the overall redevelopment of the underground
station and now provides a vital transport interchange between
the underground and the two adjacent main line stations.

(b)
Figure 15. (a) Installation of the tower-crane cylindrical pile and
(b) Installation of the tower-crane support grillage
Acknowledgements
The authors gratefully acknowledge the permission of the Depart-
ment of Transport and London Underground to publish this paper.
Acknowledgement is also given to Arup who provided the
graphic showing the typical cross-section of the northern ticket

215
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Volume 167 Issue TR4
hall and to Sol Data who provided the original ground-movement
and propping-monitoring data.
The participants involved in the northern ticket hall project were
as follows
j Client: Department of Transport and London Underground
j Project manager: Atkins/Balfour Beatty Management
j Lead designer: Arup
j Architect: Allies and Morrison
j Ground-movement monitoring subcontractor: Sol Data
j Principal contractor northern ticket hall: Balfour Beatty Civil
Engineering Limited
j Tower-crane foundation designer: Tony Gee and Partners
j Steelwork Subcontractor: Watson Steel Structures Limited.
216
Construction of the King’s Cross northern
ticket hall, London, UK
Worthington and Awinda
REFERENCES
Bessant GT (2004) King’s Cross underground station, London: an
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Transport 157(4): 211–220.
Control of Pollution Act 1974 (1974) Elizabeth II. Chapter 40.
Her Majesty’s Stationery Office, London, UK.
Environmental Protection Act 1990 (1990) Elizabeth II. Chapter
43. Her Majesty’s Stationery Office, London, UK.
Evans P, Turzynski J, Oag R and Sindle A (2011) Super
subterranean hub: updating King’s Cross St Pancras.
Proceedings of the Institution of Civil Engineers – Civil
Engineering 164(2): 73–80.
Macklin SR and Yeow HC (2004) King’s Cross underground
station, London: geotechnical aspects. Proceedings of
the Institution of Civil Engineers – Transport 157(4):
221–229.
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should be 1000–2000 words long), with adequate illustra-
tions and references. You can submit your paper online via
www.icevirtuallibrary.com/content/journals, where you
will also find detailed author guidelines.