Clerkenwell Village Renaissance Study - part 1 - Islington Council

Farringdon/Smithfield
Transport and Public Realm Strategy
Clerkenwell
Village
Renaissance
Clerkenwell Village Renaissance Executive Summary

Clerkenwell Village Renaissance Executive Summary

Clerkenwell Village Renaissance Executive Summary

01
02
Executive Summary
Clerkenwell Village Renaissance Executive Summary
Introduction and History
Introduction and History ..........................................4
Street Lighting
Study Area Plan .......................................................6
History in Maps .......................................................8
Historical Evolution ................................................ 13
The Clerks Well: Monastic Era
Sessions House
Craftsmen
Music
Political History
Dickens and Oliver Twist
Photographic Study: Past and Present .................... 20
Site context
Health, Recreation and Leisure Destinations ........... 32
Education Destinations .......................................... 32
Pedestrian Activity ................................................. 33
Weekday Rush Hour
Weekday Lunch Hour
Weekday Weekend Evening
Entertainment ....................................................... 35
Local Destinations ................................................. 35
03
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Past, Present and Future Ideas
What has been done already .................................40
Conservation Designations .............................. 41
Stakeholder Consultation Summary ................. 42
Crossrail ..........................................................44
Thameslink ......................................................44
London Plan – Central Activities Zone
‘Area of Intensification‘ .............................46
Further Consultation: English Heritage .............46
Millenium Proposals ........................................48
Sustainable Transport Initiatives .......................48
Public Realm Improvements .............................50
City of London Public Realm Improvements ..... 52
Planning Applications ...................................... 52
Photographic survey
Farringdon and Clerkenwell Roads .........................58
Charterhouse Street ..............................................60
St John Street ........................................................ 62
Clerkenwell Green .................................................64
St John’s Square ....................................................66
Cowcross Street ....................................................68
Turnmill Street ....................................................... 70
Local Streets.......................................................... 72
Pedestrian Routes and Small Streets ....................... 76
Movement and Transport
Transport Methodology .........................................84
General Vehicle Peak Hour Counts
Traffic Movement ..................................................86
General Vehicle Movement as Existing
General Vehicle Movement Proposed Improvements
Pedestrian Movement ...........................................88
Pedestrian Peak Hour Counts
General Pedestrian Routes
Cycle Movement ...................................................90
Pedal Cycle Peak Hour Counts
Cycle Routes
Parking, Loading and Road Safety ......................... 92
Accidents per mode
Parking Survey (See Appendix D)
Transport Issues and Recommendations .................94

Clerkenwell Village Renaissance Executive Summary
Vision 06 07
Key Objectives of the Vision ................................ 100
Quick Wins ......................................................... 100
Vision Plan .......................................................... 101
St John’s Benjamin Street Park ............................. 102
Street Trees ......................................................... 102
Public Conveniences ............................................ 103
Replacement of Kerbs ......................................... 104
Feature Lighting and Maintenance ....................... 104
Expanded Vision Plan Key .................................... 105
New Plazas
Shared Surfaces
Parking
Residential and Permit Holder Parking
Loading Only Parking
Motor Cycle Parking
Pay and Display Parking
Shared Vehicle Parking Spaces
Footway Widening
Footway Repaving
Place Making Surface Treatments
Secure Bicycle Parking
New Active Use
Multi-functional Space
Purpose Built Kiosks
Taxis Stand
Raised Entry Treatments
‘White’ Lighting
New Lawns
Best Practice Interventions ....................................116
Future Possibilities ................................................118
08
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Action plan
Comparative Cost Analysis .................................. 126
Project Action Plan
Cost Estimate Methodology
P01 – St John Street ............................................ 128
P02 – Benjamin Street
P03 – Benjamin Street: North Footway
P04 – St John’s Lane and Gate
P05 – St John’s Square South
P06 – St John’s Square North
P07 – St John’s Lane
P08 – Jerusalem Passage
P09 – Passing Alley
P10 – St John’s Passage
P11 – Albion Place and Benjamin Street South Footway
P12 – Britton Street
P13 – Briset Street
P14 – Faulkner’s Alley
P15 – Charterhouse Street
P16 – Cowcross Gate New Plaza
P17 – Turnmill Street
P18 – Intersection of Turnmill Street & Clerkenwell Road
P19 – Clerkenwell Green South
P20 – Clerkenwell Bridge and Farringdon Lane
P21 – Clerkenwell Green North to Vine Street
P22 – Cowcross Street Central
P23 – Greenhill Rents
P24 – Farringdon Station Forecourt
P25 – Broad Yard
P26 – Eagle Court
Conclusions and Recommendations
Key Recommendations ........................................ 160
Other Recommendations ..................................... 160
Major Traffic Management Improvements ........... 161
Appendices
Appendix A – Conservation Plan.......................... 166
Listed Buildings
Locally Listed Buildings
Listed Streetscape Features
Appendix B – Consultation Report ....................... 169
Appendix C – Package Priority Schedule .............. 173
Appendix D – Parking Survey and Accident Plan ...174
Appendix E – Feature Lighting ............................. 177
Acknowledgement .......................................... 178
Associated Separate Documents
Equality Impact Assessment
Consultation Questionaire Response Spreadsheet

Executive Summary
The proposals for the Study Area as detailed in the
following chapters provide a clear and coherent
vision for the streets of Smithfield, Farringdon and
Clerkenwell as well as a phased action plan to achieve
it. The result is a document that will support funding
bids and ensure future public realm projects fit within
the agreed ‘Vision’.
The approach has been strategic and complements
existing initiatives in the area including the Crossrail
and Thameslink proposals approved by the
government in October and July 2007 respectively.
The production of this report was also developed with
a clear understanding of similar policy and strategy
developed to guide the continuing regeneration of the
area by Terry Farrell and Partners for English Heritage:
Smithfield Farringdon – Reinforcing Urban Identity
& Character (February 2007).
This report is the result of a six month multidisciplinary
collaboration between Atkins and LB
Islington officers.
Clerkenwell and Smithfield are two of Central
London’s most well loved and vibrant urban villages.
The Study Area has a rich history dating from Roman
times although remains of a prehistoric encampment
found on Clerkenwell Green suggest that this part of
London may have been inhabited for many thousands
of years. (Akroyd, 2000)
Consultation
Key stakeholder consultation with representatives
from London Underground, Transport for London,
Network Rail, Crossrail, Thameslink, The Corporation
of London, London Borough of Camden,
The Public Carriage Office, Living Streets and the
Ward Councillor was also undertaken.
This project aims to address the needs of the
residents, local workers and visitors. The primary
issues of concern as established through the key
stakeholder consultation are as follows:
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Traffic volumes especially ‘rat runs’ through the area.
The design of the highways which enable
inconsiderate driver behaviour in place of
pedestrian and cyclist priority.
Insufficient safe crossings.
Equitable access and the quality of the pavements.
Street clutter and inconsistency of street furniture.
Parking overprovision.
Public convenience provision and anti-social behaviour.
Wayfinding.
Illegal street trading.
All of the above listed major issues have been
addressed in this document and a variety of methods
of achieving the council’s aim to provide safe, secure,
accessible, attractive and sustainable streets have
been discussed. Atkins recognises that funding to
enforce the removal of illegal trading is limited and
has touched on physical strategies to address this in
the public realm.
Although none of the key stakeholders lived or
worked in the area, Atkins lead project team member
is a resident. It was brought to the attention of
the consultation group that ‘Green Space’ was
underprovided in the area and there was considerable
pressure on the small amount of existing green space
especially on sunny summer lunch times.
Vehicle, Pedestrian and Cyclist Counts
Conflicts between vehicles, pedestrians and cyclists
were primarily located where high volumes of all
modes were found to be using the same limited
space through the peak counts undertaken as part of
this study. In short the findings are:
• Pinch point at the Clerkenwell Road rail bridge
endangers the many cyclists using this route.
• ‘Rat-running’ along Farringdon Lane and Turnmill
and Cowcross Streets to Charterhouse Street
endangers the high volumes of pedestrians that
use these streets in all peak periods. This will be
accentuated with a predicted 83% increase in
pedestrian volumes once both Thameslink and
Crossrail are in place.
• Lack of sufficient safe crossing opportunities for
Clerkenwell Road at St John’s Square endanger the
many pedestrians that use St John’s Lane, Square
and Jerusalem Passage as a north/south link.
• Lack of a clear pedestrian route along the western
edge of St John’s Square south forces pedestrians
in the path of white vans and other vehicles that
use this space for loading.
• Insufficient footway width forces the many
pedestrians that use Benjamin Street in all peaks
onto the carriageway in the path of vehicles
exiting onto Turnmill Street.
• ‘Rat-running’ from St John Street through
Clerkenwell Green to Farringdon Lane, especially
by postal vehicles endangers the many pedestrians
that use this area.
• Vehicles exiting Cowcross Street (many of which
have rat-run from Farringdon Lane) block south
bound traffic onto St John Street.
• Accessing the motor / cycle parking in the middle
of St John Street is dangerous.
• Cycle routes on St John Street are ill-defined and
parked cars force cyclists into the carriageway.
Details of the cycle, traffic and pedestrians counts can
be found in Chapter Five of this report.

Clerkenwell Green
Sketch model of potential
improvement scheme. Issues
and opportunities subject to
further consultation.
Clerkenwell Village Renaissance Executive Summary
The Vision
The Vision for Clerkenwell, Farringdon and Smithfield
has evolved from LB Islington’s aim to provide safe,
secure, accessible, attractive and sustainable streets. It
has been developed with a clear understanding of the
study areas vibrancy, potential and the major projects
which will shape its future (Crossrail and Thameslink).
The Vision has also been developed with a clear
understanding of competing demands for Islington’s
limited space and a balance has been sought to
ensure the safe and efficient movement of people
and goods. The Vision therefore gives priority to road
users in the following order:
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Pedestrians and people with mobility and sensory
difficulties
Cyclists
Users of public transport
Taxis and delivery vehicles
Users of cleaner-fuel vehicles
Users of motorcycles and scooters
Other road users.
It is important that any co-ordinated strategy / vision is
designed to renew the public realm to last into the next
century and also create new high quality public spaces
that can host diverse activities and improve the setting
of the historic townscape. In summary this has been
delivered through the following key interventions:
• Traffic direction reversal on Turnmill and
Cowcross Streets. This will remove ‘cut-through’
traffic that uses Farringdon Lane Turnmill Street,
Cowcross Street and Charterhouse Street to
access the Barbican and south Smithfield. This
intervention will preclude conflicting movements
of vehicles across Clerkenwell Road and will ensure
that traffic entering the Study Area is accessing
particular destinations only.
• St John Street new plaza and ordered public
realm. Footway widening, parking and cycle lane
re-organisation has enabled the creation of a
new public and green space at the intersection of
Peters Lane and St John’s Lane on St John Street.
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West Cowcross Street / Farringdon Station
forecourt / Benjamin Street limited access
new plaza. Timed to coincide with Crossrail
and Thameslink, closure of Cowcross Street from
Turnmill Street to Farringdon Road (emergency
vehicles excepted) will remove conflicts with
pedestrians, the volumes of which are predicted to
rise sharply. A shared surface between Cowcross
and Turnmill Streets will double as traffic calming.
Cowcross, St John and Charterhouse Streets
new plaza and remedied traffic arrangement.
Creating a standard T-junction along with the
reversal of Cowcross Street will remove most
vehicle / pedestrian conflicts and allow for the
creation of a new urban plaza and a more rational
pedestrian crossing point.
Footway widening on Turnmill Street. Parking
on the western footway has been removed
in order to facilitate footway widening here
where large volumes of pedestrians are currently
forced onto the carriageway at peak periods.
This is especially beneficial where the proposed
Thameslink entry points are located. Some Pay
and Display parking spaces on the eastern footway
have been used to relocate Permit and Resident
holder spaces from the western footway.
Priory of St Johns’ Gate new plaza. Extending
the influence and improving the setting of this
important piece of townscape will renew focus on
the area’s rich history and strengthen its identity.
Extending this plaza to the intersection of St
John’s Lane and Briset Street with a shared surface
will double as traffic calming.
Clerkenwell Bridge. Bicycle Lanes in both
directions on Clerkenwell Road over rail Bridge.
Following the bridge strengthening works it is
possible to install cycle lanes in both directions at
this pinch point that will enable safer queuing at
the lights for cyclists.
Vine Street. Improving the physical environment
of the Vine Street Bridge and increasing green
space by installing a new shallow profile lawn.
Removing the existing parking provisions here
will reduce this location’s likelihood of generating
crime. Increasing much needed green space in the
area and at the base of Clerkenwell Green will
draw pedestrians over the railways and into the
historic location. Additionally parts of the bridge
could also be sett up for market stalls.
Clerkenwell Green. Specific proposals are on
hold subject to further consultation; however
issues and opportunities are addressed in this
report. In summary a new urban focus could be
achieved by defining Clerkenwell Green with
a single material treatment (new plaza) from
Sekforde Street to the Vine Street Bridge. Shared
surfaces could be used to calm traffic entering
the residential areas to the north and ‘rat-running’
could be removed and accidents avoided by

Cowcross Street –
Farringdon Station
Forecourt
An enlarged place which
is less cluttered to cater for
the needs of convenient
and attractive pedestrian
movement.
St John Street
‘Hick’s Hall Place’
Sketch view showing the
proposed western footway
widening of St John Street.
Also shown is a potential
new active use on the site of
the former Hick Hall and
later the Edwardian toilets.
Clerkenwell Village Renaissance Executive Summary

KEY
Clerkenwell Green proposals
subject to further consultation
See Action Plan for Issues
and Opportunities
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VISION PLAN
New Plazas ........................................
Footway Widening.............................
Footway Repaving..............................
Place Making Surface Treatments.......
Cycle Lanes........................................
Shared Surfaces
All vehicle shared route ..................
Emergency vehicle .........................
Driveway access shared route .........
Secure Bicycle Parking........................
New Active Use..................................
Multi Functional Space.......................
Purpose Built Kiosks...........................
Parking
Pay & Display Parking .....................
Shared Vehicle Parking Spaces........
Motor Cycle Parking.......................
Resident & Permit Holder Parking ...
Loading Only Parking .....................
Taxi Stand.......................................
Raised Entry Treatments .....................
‘White’ Lighting.................................
New Lawns........................................
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Contra-flow cycle lane on
Cowcross Street subject to
feasibility.
New Crossings ................................... Existing trees are not shown
for clarity purposes
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St John Street
Artist’s impression of
a new plaza created at the
intersection of St John Street
and St John’s Lane. New
green space, cycle parking
and public conveniences
feature here.
Clerkenwell Village Renaissance Executive Summary
closing vehicle access to Farringdon Lane. New
green space could be created (especially on the
Vine Street Bridge) and public conveniences could
be re-provided at ground level, paid for and
managed by a new active use, (a café or small
store which the area lacks) at the location of the
existing underground Edwardian facilities.
A full explanation of the Vision, including several
other smaller yet just as important interventions
(like traffic calming and footway resurfacing) can be
found in Chapter Six.
The main strategies employed to achieve the above
mentioned Vision are as follows:
Improve the Pedestrian Network
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Ensure accessibility for all users.
Widen pavements where possible.
Provide pedestrian priority across minor streets.
Identify and improve pedestrian walking links.
Strengthen a legible pedestrian environment.
Identify potential shared streets.
Identify safe and useful places to rest.
Create coherent pedestrian landscapes.
Improve gateways and humanise streets.
Reduce Through Traffic
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Improve traffic calming measures.
Address ‘rat running’ accident hot spots.
Emphasise entry points to the area.
Reduce road space where possible.
Improve Cycle Facilities
• Redesign dedicated cycle lanes to make them
clearer and safer.
• Reduce the occurrence of illegal parking on cycle
lanes through design.
• Increase cycle parking provision where it is
needed most.
Rethink Parking
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Introduce pavement build-outs and pocket parking.
Reconsider the quantity of Pay and Display parking.
Remove ‘walls’ of parking that inhibit pedestrian
movement.
Define parking areas and reduce the impact of
Tarmac.
Provide dedicated spaces for loading to reduce
conflicts between white vans and pedestrians.
Enhance Identity
• Introduce a coherent palette of materials
appropriate to the areas’ heritage.
• Create a setting for future public art.
• Celebrate local amenities.
• Strengthen connections to green spaces that form
part of the existing identity.
Enable Activities
• Improve connections between streets and green
spaces and increase green space where possible.
• Improve safety and perceptions of personal
security by improving lighting where possible.
• Create a high quality public realm that sets the
scene for permanent, flexible and transient
activities.
• Balance the night time economy with other
community uses.
Improve the Visual Environment
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Reduce street clutter.
Install a low maintenance high quality public realm.
Increase street tree planting and greenspace
where possible and appropriate.
Enable appropriate outdoor dining opportunities
e.g. St John’s Street.
Introduce a feature lighting strategy for key nodal
locations and courts, alleys and paths in order
to highlight alternate routes and points of activity
and interest.

Clerkenwell Village Renaissance Executive Summary
•
Create a design code or hierarchy of sensitive
treatments.
Project Action Plans
The Vision Plan for Smithfield, Farringdon and
Clerkenwell has been broken into 26 project parcels.
This component of the report aims to generate a
reasoned estimate of cost for each project parcel
that LB Islington can prioritise and procure funding
for. Each project parcel action plan sets out a list of
design treatments appropriate to the street hierarchy
proposed in the ‘Vision’. The rates used to generate
these cost estimates have been mostly based on LB
Islington’s term contract. Additionally, an estimation
of the cost of fees to completion has also been
included. These figures have been based on 35% of
the value of the estimated capital cost, as directed by
LB Islington.
The exact breakdown of quantities used and
assumed, and provisional sums applied is documented
in a spreadsheet supplied to LB Islingtons’ officers but
not included in this document as the rates used are
commercially sensitive. Detailed parcel plans can be
found in Chapter Seven and a project parcel priority
schedule can found in Appendix C.
Recommendations
Full details of key recommendations and other
recommendations for further investigation are made
in Chapter Nine of this report. These are summarised
below:
Key Recommendations
1. Improvements to the streets and pedestrian
environment
Specific project parcels have been drawn up and can
be found in chapter 7 (Action Plan). The parcels order
of priority has been determined in the priority matrix
in Appendix C.
2. Quick wins
Aside from the 26 packages of work a number
of ‘quick wins’ have been identified which can be
completed as funding becomes available. These
include:
• Installing dropped kerbs at side streets, or
appropriate locations and repaving areas of
uneven paving and trip hazards to ensure universal
accessibility.
• A way finding study to identify locations for
finger posts and monolith mapping should be
commissioned. This should be looked at in relation
to existing documented historic trails.
• A street furniture audit to identify items for ‘decluttering’
and items for retention and renovation.
• Repainting and or renovation of existing historic
street furniture.
Other Recommendations
1. Improved Lighting
The use of ‘white light’ would increase the perceived
sense of personal security and reduce anti social
behaviour, especially in some of the smaller passages
and alleys of the Study Area. As street lighting is
replaced and maintained under a LB Islington’s 25 Year
PFI contract more detailed investigation of the costs and
implications of these proposals should be undertaken
at feasibility stage.
2. Sustainable Transport
Increasing parking spaces for shared car schemes is
proposed in the Vision however the financial and
political implications of using existing Pay and Display
parking (even when underused) to achieve this needs
to be addressed at feasibility stage.
3. Sustainable reuse of materials
Many of the existing kerbs and paved surfaces are
nearing the end of their life. Strategies to re-use these
on-site have been identified in this report and should
be further developed at feasibility stage.
4. Resident and key stakeholder consultation
on opportunities for Clerkenwell Green
Consultation on issues and opportunities for
Clerkenwell Green as detailed in this report should
be undertaken with the local community of
residents, businesses and other interest groups
prior to improvement to this historic location being
formalised.
5. Public convenience provision
Further investigation into the feasibility of private
re-provision and management of public conveniences
at Clerkenwell Green and St John Street tied to new
active uses here should be carried out. Alternately
the feasibility of providing retractable dual sex toilets
/ urinals at key locations and the implications in terms
of management and the availability of sufficient
ground depth should also be addressed.

Clerkenwell Village Renaissance Executive Summary

Introduction
01
and History

Right: Aerial oblique

4
Study Area
Aerial oblique showing the
study area, bounded by
major routes and a network
of smaller streets and alleys.
Introduction and History
The area of Farringdon/Smithfield lies within the
London Borough of Islington, immediately to the north
of the Corporation of London and east of the London
Borough of Camden. It is an area with a rich cultural
and social history. Its fabric has responded to change
throughout history and today is seen as an area of
development and intensification for the future.
The aim of this report is to set out a ‘Vision’
for streetscape improvements that complement
the London Borough of Islingtons’ policies on
sustainability, parking and a safe pedestrian
environment. The report also provides an action
plan and programme that will not be compromised
by future development works and can be delivered
in phases as funding becomes available.
The core proposals in this document were prepared
following a key stakeholder consultation event on the
18 th July 2008. Key Stakeholders were engaged through
a site walkabout and attendees were invited to a
workshop. A questionnaire was distributed and the
information interpreted from these has been used as
the basis for the ‘Vision’ and a order of priority of the
works packages. (See Appendix C)
The Farringdon/Smithfield area has a long history
of settlement. Remains of a prehistoric encampment
have been discovered on Clerkenwell Green and
records show the area belonging to St Paul’s in the
seventh century AD. It has evolved from a village
lying just outside the City walls, with monastic
orders growing crops, to a fashionable resort with
tea gardens and theatres in the 17 th century. The
Industrial Revolution brought breweries, distilleries
and printers to the area which intensified with a fine
grain development of numerous alleys, courts and
yards many of which can still be found today.

Farringdon – Smithfield
This axonometric shows
variations in the scale and
massing of development
around the southern
Smithfield Market part of
the study area.
Clerkenwell Village Renaissance 01 Introduction and History
The Victorian era bought the Farringdon Metro
Station and the completion of Smithfield Meat
Market. Like much of London, Farringdon/Smithfield
suffered from World War II bombing and slum
clearance but much of the principal fabric remains
and many of the streets, such as Cowcross, Turnmill
and St John Streets have followed the same
alignment for hundreds of years. Today the area is
populated by loft-living young professionals, night
clubs, restaurants and professional offices and
businesses. Future projects affecting the area include
the Thameslink and Crossrail proposals.
Surveys have shown high levels of pedestrian activity
in the area, in particular relating to the many offices
during the day and leisure activities at night.
Streetscape opportunities, as detailed in this document
concentrate on creating a sustainable pedestrian
environment, focusing on equality of access, legibility
and safety of the existing routes for all users. Also
opportunities to re-address the lack of green, plaza
and break out spaces have been identified.
Street Lighting
The lighting in the area is predominantly of high
pressure sodium lamps (yellow light), which do
not emit the same quality of light as the white light
luminaries. Improved lighting would increase the
perceived sense of personal security especially in
some of the smaller passages and alleys. It would also
decrease opportunities to commit crime as perceived
by would be muggers, thieves and vandals.
Street lighting is replaced and maintained under
a LB Islington’s 25 Year PFI contract and a sum will
need to be calculated over and above the supply
of new luminaries to cover maintenance costs of
increased white lighting.
Source: 3-D London
5

1 Farringdon Road
2 Charterhouse Street
3 St John Street
4 Clerkenwell Road
5 Clerkenwell Green
6 Vine Street
7 Aylesbury Street
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8 St John’s Square
9 Albemarle Way
10 Farringdon Lane
11 Turnmill Street
12 Cowcross Street
13 Benjamin Street
14 Britton Street
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15 St John’s Lane
16 St John’s Place
17 Briset Street
18 Albion Place
19 Eagle Court
20 Jerusalem Passage
21 Broad Yard
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22 Turk’s Head Yard
23 Faulkner’s Alley
24 St John’s Path
25 Passing Alley
26 Peter’s Lane
27 White Horse Alley
28 Greenhill’s Rents
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Broad Study Area Boundary
Streets of Study Area
Pedestrian Routes Study Area
26
3

1906
Junction of Clerkenwell
Road and Goswell Road
showing the construction
of tram tracks (removed in
the 1950s) which in part
determine the wide radii of
the current kerb alignments.
2006
Vision for the A1 Corridor.
View showing a possible
future for the intersection of
Goswell Road and Old Street
Study Area
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Source: Atkins A1 Borough

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History in Maps
1553–1559: Civitas Londinum
Known as the ‘Agas’ view, Ralph Agas produced
this artistic survey depicting London in the 1550s.
Superimposing the study area, shows the River Fleet
running along the western boundary (now Farringdon
Road). The river’s substantial flow of water, meant
a large number of wells were built along its banks,
and some on springs, including Bagnigge Well in
Clerkenwell. Clerkenwell Road, Turnmill Street,
Cowcross Street and St Johns Street alignments are
all recognisable and divide the area into a variety
of uses and associated plot sizes. Clerkenwell is
a distinct village right outside the London City Walls,
with Smithfield Market neighbouring its south east
corner used as London’s main livestock market.
Source: A-Z Elizabethan London

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Clerkenwell Village Renaissance 01 Introduction and History
1676:
In the 17 th century Clerkenwell became a fashionable
place of residence, it had a reputation as a resort
where Londoners could disport themselves at spas,
tea gardens and theatres. The congregation of
settlements for living and trade, are reflected in the
density and configuration. The finer-grain which
develops along the major routes, such as Clerkenwell
Green and St Johns Court (now St John’s Square) are
the principal public spaces. St Johns Gate is one of
the few tangible remains from Clerkenwell’s monastic
past, by Prior Thomas Docwra as the south entrance
to the inner precinct of the Priory of the Knights of
St John – the Knights Hospitallers.
1740s: Georgian London
Rocque’s map of 1746 shows the study area bounded
by St Johns Street to the east and Saffron Hill (part
of the existing Farringdon Road) to the west, with
Clerkenwell Green on the north and West Smithfield
on the south. It is truncated by Turnmill Street which
bends to the east and connects to Cowcross Street.
This area is close to the medieval layout of the
historic city fringe. The Georgian layout underlines
the orientation of the existing development blocks.
9
Source: A-Z Georgian London

10 Clerkenwell Village Renaissance 01 Introduction and History
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Source: A-Z Regency London
1800s: Regency London
The map shown above is the survey undertaken by
William Faden in 1813. London at the time was the
largest city in the world. Clerkenwell had been greatly
changed by the Industrial Revolution. It had become
a centre for breweries, distilleries and the printing
industry. The expansion from individual houses to
an increased number of courtyard arrangement,
is especially noticeable along Turnmill and Cowcross
Streets. St Johns Court had been transformed to the
present St Johns Square. The centre of the village
at Clerkenwell Green was surrounded by a mix of
housing, offices and public houses.
1850–1900: Victorian London
Bacon’s map of 1888 shows the characteristics
of London at the height of the industrial revolution.
Farringdon Metro Station was opened in January
1863 and along with the completion of Smithfield
Meat Market in 1888, created a defined edge to the
southern boundary of the study area. Charterhouse
Street was also formed and the majority of buildings
previously located on the SW corner were cleared
for railway lines and associated uses.
Source: A-Z Victorian London

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Clerkenwell Village Renaissance 01 Introduction and History
1900–1950
This OS map (1916) shows the study area street
pattern before the fragmentation caused by the
World War II bombing and the slum clearance in the
early to mid 20 th century. The area cleared would
have predominantly been residential terraced streets
constructed during Georgian and Victorian eras.
1950–2007
A general revival and gentrification process began
in the 1990s, and the area is now known for
accommodating businesses and professional services
as an overspill area from the nearby City of London
and the West End. It also seen as an area for loftliving,
nightclubs, restaurants and art galleries which
are mixed in with existing social housing.
11
Source: Google Earth

Clerkenwell Village Renaissance 01 Introduction and History

1830
(Left) St John Street looking
towards St Paul’s Cathedral
prior to the construction
of the Smithfield Market
Buildings on the site
illustrated as the market
place. The restored Market
Buildings are a handsome
backdrop but reduce
legibility and permeability to
the adjacent areas.
Historical Evolution
The Study Area includes historic districts whose
character has continually changed in response to
London’s evolution. These districts include Clerkenwell,
West Smithfield and Farringdon and their associated
routes like St John Street, Farringdon Road, Clerkenwell
Road, Charterhouse Street and Cowcross Street.
Clerkenwell and its neighbouring areas are
a fascinating reminder of the ancient origins and
workings of London. It characterises London’s
emergence from Roman and Medieval eras into a
world city. Slightly elevated, and beyond the old City
walls and the historic market of the Smithfield area,
the hamlet of Clerkenwell grew. The original assets
1642
A view of St John Street
(then St John’s) looking
south towards St Paul’s
Cathedral, shows an artist’s
impression of the Civil War
defences aligned east-west
and crossing to the west of
the Turnmill Brook. These
works are identified on a
1739 map as a battery and
breastwork. The wide northsouth
route was clearly an
important approach which
had a fort to the north at the
New River Pond.
1819
St John’s Street Turnpike.
This historic feature, which
may have been located in
line with the Priory Gate
near today’s Passing Alley
could be the inspiration
for improved highway
and landscape design at
appropriate locations.
of fertile meadowland, natural springs and the Fleet
River, initially encouraged wealthy residents (the Earls
of Northampton had a mansion halfway up St John
Street), as well as Almshouses and schools. In King
Charles II time the great houses were abandoned
to merchants and craftsmen, particularly during the
1665 Plague followed by the Great Fire of London in
1666. Commerce and industry overused and polluted
watercourses like the Fleet River (or River of Wells,
known locally in Clerkenwell as Turnmill Brook). The
overcrowded slums made the area notorious inspiring
Dickens and Hogarth to graphically depict them in
words and pictures.
13

14 Clerkenwell Village Renaissance 01 Introduction and History
Today
Views of St John’s Gate is
obscured by trees.
1896
St John’s Gate built in 1504
by Sir Thomas Docwra.
Here Dr. Johnson had an
office and Garrick made his
theatrical debut in London,
playing the leading comic
part in Fielding’s ‘Mock
Doctor’. The setting has
changed relatively little
although now substantial
trees and the once elegant
paving is now cluttered by
bollards and modern lighting
equipment.
1560
View of Clerkenwell showing
the Church of St James, the
Clerk’s Well and Spring and
a house belonging to the
Knight’s Templar.
The Clerk’s Well : Monastic Era
Early monastic foundations in the area included the
convent of St Mary’ which drew its water from the
Clerk’s Well (Fons Clericorum) and the Priory of
St John of Jerusalem, founded in the 12 th Century
by a Norman Knight Jorden de Briset. The main
St John’s Gate to the original Priory built in 1504 still
survives, housing the Order of St John Museum and
shows the status and importance of an area. After
the dissolution of the monasteries by Henry VIII the
Gatehouse was used in many ways, reflecting the
changing fortunes of the area. These uses included :
•
•
•
17 th Century : The office of Elizabeth I’s ‘Master
of the Revels’.
18 th Century : A coffee house, run by the father
of William Hogarth the engraver, and in 1731–81
it was the printing works of the Gentleman’s
Magazine (Contributors : Johnson, Garrick
and Goldsmith among others), later a parish
watch house.
19 th century : A public house known as the
Old Jerusalem. In 1874, when Queen Victoria
established the British Royal Order of Chivalry for
the Most Venerable Order of the Hospital of
St John of Jerusalem it was acquired by the Order
and in 1877, from here the St John’s Ambulance
Brigade was launched.
The Convent of St Mary stood roughly where the
present St James Church stands today.
Source: Round London

1779–82
The Second Sessions House
at Clerkenwell showing
details of paved surfaces,
lighting, wooden post and
rails and cast iron bollards.
Today
(Right) The Clerkenwell
Sessions House Today.
1755
Updated version of Stow’s
Survey, showing the location
of Hick’s Hall in the middle
of St John Street which
supports the Victorian view
of its design and form.
Clerkenwell Village Renaissance 01 Introduction and History
Sessions House
In 1612 the area’s importance to justice in the City
had been reflected in the building of the first Sessions
House (Hick’s Hall) at the foot of St John Street. This
relocated a function that had previously operated in
Smithfield taverns. Famous cases included the trials in
1660 of: “…twenty nine regicides, murtherers of his
most sacred Majesty, King Charles I…”.
The second (Old Middlesex) Sessions House was built
in 1779–82 at Clerkenwell Green functioning until
1921. Within this a fireplace from the original Hick’s
Hall and portrait of it’s founder, Sir Baptist Hicks were
installed, though since removed.
1750
15
Victorian engraving
representing the probable
appearance of Hick’s Hall,
the first Sessions House
in St John Street. This island
site can still be identified
in the widened street and is
an important local feature
which could be reinterpreted
in the landscape design
solution and any local
information panels.

16 Clerkenwell Village Renaissance 01 Introduction and History
1836
Charterhouse Street looking
east showing Horace Jones’
1862–68 Smithfield’s 3.5
acre London Central Meat
Market buildings. The
traditional public realm
treatment is an ordered
arrangement of footways in
York stone and granite kerbs
together with historic low
level street lights at regular
intervals.
Source: Round London

1890
Booth’s (Gin) Distillery at
83–85 Turnmill Street is
a fine example of the ornate
industrial building stock.
The view highlights the
generally uncluttered street
appearance.
Today
83–85 Turnmill Street, is
a site enclosing parts of the
public realm including Turks
Head Yard. Its open access
drive ways and car parks are
considered crime generators.
Clerkenwell Village Renaissance 01 Introduction and History
Craftsmen
Those discouraged by the restrictive practices of
the old Guilds, settled and worked outside the
City. Among these were refugees like the French
Huguenots in the 17 th century which resulted in the
Clerkenwell area becoming an urbanised centre for
clock and watch making, jewellery, printing and gin
distillers (including Booth’s, Gordon’s and Nicholson’s)
and brewers including Whitbread’s.
Music
George Frederic Handel played with a local man
Thomas Britton, self educated in music who was
one of the most famous of Clerkenwells’ street
vendors. Known as the ‘musical coal man’, he lived in
one room above a stable at Jerusalem Passage. He
drew the attention of some of the greatest musicians
of the day and Brittons’ music club met at his
humble room for 40 years where Handel played the
harpsichord, Bannister or Medler first violin, while
Britton played on the Viol da gamba.
17

1946
(Left) Clerkenwell Green.
This image shows how the
Green has been dominated
by vehicles for many
generations. Before the car,
coaches and horses would
have used the space. Also
notable is the electrical
catenary supply and the
Marx Memorial Library which
still exists today.
Clerkenwell Village Renaissance 01 Introduction and History
Political History
Sited outside of the City of London the area became
a home for outcasts and those who wished to be
beyond the law from early times. It also became
a home for religious groups, including Jesuits, Papists
and Quakers.
Clerkenwell Gaol built in 1775, was known as
‘a jail for hereticks’ due to the number of radicals
imprisoned there.
The radical history of Clerkenwell continued in the
19 th century with the Tolpuddle Martyrs greeted on the
Green on their return from Botany Bay and Chartists
meetings in Lunt’s Coffee House at 34 Clerkenwell
Green. Nine separate trade Unions met regularly in the
area in various pubs and coffee houses.
The London Patriotic Club (1872–1892) was set up
as : “…a place for political lectures and discussions
independent of coerced tavern keepers and licensing
magistrates, …”. The lecture rooms occupied the
site of premises originally built in 1737 as the Welsh
Charity School for Children of Poor Welsh Families
in London which had been subdivided into shops
and coffee-rooms. In 1892, William Morris backed
the Twentieth Century Press, social democratic
publishers, which was visited by famous Socialists
such as Kropotkin and Eleanor Marx. In 1902–3 Lenin
published 17 issues of Iskra (The Spark) from here.
In 1933 the Marx Memorial Library (an independent
subscription library) occupied the site.
Dickens and Oliver Twist
Scenes set in Clerkenwell are to be found in a
number of Dicken’s novels including Oliver Twist,
Barnaby Rudge, Great Expectations, Bleak House,
A Tale of Two Cities and Our Mutual Friend.
Clerkenwell Green was the setting for the
pickpocketting of Mr Brownlow by the Artful Dodger,
Charley Bates and Oliver. The narrow court from
which the boys emerged to rob Mr Brownlow is
generally assumed to be Pear Tree Court which is off
Clerkenwell Close.
Dickens also describes Smithfield Market in Oliver
Twist as: “…the crowding, pushing, driving, beating,
whooping and yelling, the hideous and discordant din
that resounded from every corner of the market…
rendered it a stunning and bewildering scene which
quite confounded the senses…”.
In the 1860’s Dickens was active in the campaign
to reform the London meat markets – notably
Smithfields.
19
Source: Dickens in Islington

20
Photographic Study:
Past and Present
20 th Century
1907. This image shows how the Vine Street Bridge was
an important gateway to Clerkenwell Green. It also shows
the variety of street furniture including early electric arc
lights, Windsor lanterns and William IV style ribbed bollards
and ‘coaching stone’ protections.
1906. Jerusalem Passage, derelict slums and shops rendered
the area unsafe and undesirable. This view shows how the
Passage was paved in traditional flagstones.
21 st Century
Today. Clerkenwell Green with the Vine Street Bridge seen
in the foreground from Clerkenwell Road. This image shows
just how cluttered the public realm has become. In the
foreground there is a redundant dedicated and separated
cycle lane which may be able to be brought into use once
the current bridge strengthening works are complete. A lift
and escalator repairs workshop for London Underground
obscures the view and setting of the historic townscape.
Today. Jerusalem Passage is a popular destination for
after work drinks and dinner. It also forms an important part
of the main pedestrian north / south route through the area.
The flagstone paving has been replaced with patched asphalt
and an uneven granite sett central channel.

Clerkenwell Village Renaissance 01 Introduction and History
20 th Century
1920. St John Street looking north from St John’s Churchyard.
This image shows the shear volume of traffic generated by
the Smithfield Markets and the businesses of central London.
St John Street has always been a major north/south route.
The traditional paving of carriageway in setts, footway
in flagstones edged in granite kerbs can be seen in detail.
1902. St John Street looking west at the newly completed
Mallory Buildings for the working class. St John’s Court was
publicly accessible but gated at this time.
21 st Century
Today. The parade of shop fronts still exists today. A hair
salon now occupies the shops and the York stone pavements
have been replaced with mastic.
Today. Mallory Buildings on St John Street. Semi public /
private space is often targetted by would be criminals. The
gate as shown, only stops vehicles entering and does not
provide the psychological barrier of the original gates shown
in the adjoining image.
21

22 Clerkenwell Village Renaissance 01 Introduction and History
20 th Century
1922. Detail of proposed kiosk at Farringdon Street Station
(Farringdon), on Charles Street now Cowcross Street.
1922. This plan shows how circulation at the station
forecourt has always been an issue. Kiosks need to be
located away from pedestrian desire lines.
21 st Century
Today. Newsagent Kiosk outside Farringdon Station.
This setup relies on the Station awning to provide weather
protection and because of this the kiosk has not moved
away from the station entrance since the forecourt has
been widened.
Today. Illegal fruit seller outside Farringdon Station. Prior to
the recent widening of the forecourt this seller was located
on the footway, forcing pedestrians onto the road.

Clerkenwell Village Renaissance 01 Introduction and History
20 th Century
1946. Britton Street at St John’s Path. After the Second World
War much of the area was in decline. The Jerusalem Tavern,
a long standing institution in the area is closed in this view.
1946. Footways here have always been narrow. These
properties on the north side of Benjamin Street have been
demolished and replaced by St John’s Benjamin Street Park.
21 st Century
Today. Britton Street at St John’s Path today. This street
drinking is typical of any public house in the area. No longer
in decline the public realm design does not reflect or support
how it is currently used.
Today. The St John’s Benjamin Street Park is a densely
planted green space, enclosed by railings with few clear sight
lines in or out.
23

24 Clerkenwell Village Renaissance 01 Introduction and History
20 th Century
1973. Eagle Court. This street has changed little in recent
years. Primarily used as a service yard, the multiple rear entries
alienate the pedestrian, rendering it undesirable as a route.
1978. St John Street at Charterhouse Street. Although
recent public realm changes here have improved the physical
environment for pedestrians, the space is still dominated by
vehicles and tarmac as it was in 1978. The difference is that
hand delivery using trolleys was widely practiced, reducing
the amount of delivery vehicles that needed to permeate
deep into the site. Future delivery arrangements may be less
detrimental to the pedestrian environment if modern trolleys
and part hand delivery can be practically re-introduced.
21 st Century
Today. Eagle Court. This image taken from the St John’s
Lane end of Eagle Court highlights the implications
of development. Precedents set, like the original Victorian
terrace over the street in the 1973 image adjacent have
been duplicated upon redevelopment. This treatment
‘semi privatises’ the street making it less used and therefore
less safe.

Clerkenwell Village Renaissance 01 Introduction and History
20 th Century
1969. St John Street. Little has changed in the last 40 years in St John Street with an over provision of carriageway and space for
parking. Narrow footways cut across by driveways with kerb up-stands and uneven surfaces are characteristic of the townscape.
21 st Century
Today. St John Street. The quality of the public realm is still poor in St John Street today. Layers of traffic related street clutter
reduce legibility for pedestrians. Car parking is over provided and located over the top of designated cycle lanes. Street life
has also been reduced with the introduction of some commercial buildings with inactive ground floor frontages (central right).
25

26 Clerkenwell Village Renaissance 01 Introduction and History
20 th Century
1946. St John Square north. St John’s Square shown here
resembles the Square today. Recent improvements have
revealed the original granite paving. Dropped kerbs on the
pedestrian desire line to Jerusalem Passage did not feature
during this period and unfortunately have also been omitted
from the recent public realm works.
1983. St John Square north. The boom in car use had
a detrimental effect on the Square. The original granite
paving was covered in tarmac and parking and engineering
businesses dominated its use.
21 st Century
Today. St John’s Square north. Recent public realm
improvements make St John’s Square north a popular
destination for workers in search of lunch time sun. Single
yellow kerb side lines make the location desirable for short
term parked cars, which often conflict with pedestrian
movement northwards to Jerusalem Passage.
Today. St John’s Square north see from the south.
The tarmac has been removed to reveal the original granite
paving, formal parking has been abolished yet St John’s
Square remains dominated by cars due to its separation from
the southern section by Clerkenwell Road. Poor pedestrian
crossing facilities render the two spaces as separate entities.

Clerkenwell Village Renaissance 01 Introduction and History
20 th Century
1983. Clerkenwell Green. This image shows the dominance
of car parking in Clerkenwell Green.
19 th Century
1897. This plan represents part of a planning application for
changes to buildings around St John’s Church. The plan also
shows the existence of Jerusalem Court which was demolished
in the 20 th Century when the Churchyard was created.
21 st Century
Today. Although there are more places for Londoners to
‘break-out’ in the Green today the space is still dominated by
cars. Postal vehicles speed westwards along Aylesbury Street
and through the Green at the end of shifts at around 4:30pm
on their way back to the Mount Pleasant Sorting Office.
21 st Century
Today. St John’s Church cloister garden is sited where
Jerusalem Court once existed. Privatisation of public space
has been seen as a key method of removing crime generators
in the 20 th century.
27

Site Context
02

Clerkenwell Village Renaissance 02 Site Context
Right: Detail of Smithfield Poultry Market Facade

Clerkenwell Village Renaissance 02 Site Context

32
Health, Recreation and Leisure Destinations
EXMOUTH MARKET
M.U.G.A YOUTH CENTRE
VIE HEALTH CLUB
JUNO LUCINA LADIES
HEALTH CLUB
GOOD VIBES
FITNESS CLUB
LA FITNESS CLUB
FITNESS FIRST
FITNESS FIRST
Education Destinations
THE BRIDGE SCHOOL
CENTRAL SAINT MARTINS
SCHOOL
CHRISTOPHES HATTON PRIMARY
SCHOOL
ST ALBAN’S
HOLBORN
SCHOOL
GRESHAM COLLEGE
WILLIAMS COLLEGE
Clerkenwell Village Renaissance 02 Site Context
KINGS CROSS ROAD
KINGS CROSS ROAD
PENTONVILLE ROAD
CLERKENWELL ROAD
PENTONVILLE ROAD
CLERKENWELL ROAD
ROSEBERY AVE
Virgin
Gym
Sadler’s
Wells
Theater
FARRINGDON ROAD
ROSEBERY AVE
FARRINGDON ROAD
ST JOHN STREET
ANGEL
FARRINGDON
ANGEL
FARRINGDON
GOSWELL ROAD
ST JOHN STREET
GOSWELL ROAD
BARBICAN
CITY ROAD
CITY ROAD
BARBICAN
OLD STREET
OLD STREET
CITY ROAD
CITY ROAD
OLD STREET
OLD STREET
LIVERPOOL STREET
TRAIN STATION
HOXTON SQ
OLD STREET
GREAT EASTERN ST
LIVERPOOL STREET
TRAIN STATION
HOXTON SQ
OLD STREET
GREAT EASTERN ST
KIINGSLAND STREET
KIINGSLAND STREET
Park
Square
HACKNEY ROAD
CITY OF LONDON
MIGRANE CLINIC
BARBICAN YMCA
VIRGIN ACTIVE
Fitness Clubs
LA FITNESS
ST BARTHOLOMEWS
HOSPITAL
HACKNEY ROAD
College
Schools
MEDICAL COLLEGE OF
SAINT BARTHOLEMEWS
THE CHARTERHOUSE
SQUARTE SCHOOL
CITY OF LONDON SCHOOL
FOR GIRLS

Pedestrian Activity
Weekday Rush Hour (am & pm).
Major streets on pedestrian desire lines to and
from work are the busiest during the weekday
peak times of 8am–10am and 5pm–7pm. From
these streets pedestrians filter into, and out of
the business areas within and beyond the site.
Benjamin Street and Clerkenwell Green are of
note as main conduits beyond the major routes
of Cowcross and Turnmill Streets and Clerkenwell
and Farringdon Roads.
High Intensity
Medium Intensity
Low Intensity
Clerkenwell Village Renaissance 02 Site Context
Weekday Lunch Hour (noon).
Weekday lunch sees people moving everywhere.
Deliveries are made, meetings are attended and
lunch is being sought. This is the area at its’ most
dynamic and certain ‘hotspots’ are clear, including
the cafe’s and restaurants of Cowcross Street,
Farringdon Station and any small plaza (including
White Horse Alley), patch of sun or green space
for respite (Benjamin Street).
33
Weekday & Weekend (evening). Clerkenwell
is the home of two of London’s largest nightclubs,
Turnmills and Fabric. The nightlife is centred on the
north side of Smithfield Market, revellers gathering
alongside delivery teams from across Europe at
the meat market on nights throughout the week.
Several pre-club bars such as Smith’s of Smithfield,
Meet, The Castle and Bear Bar have flourished in
the area.

Clerkenwell Village Renaissance 02 Site Context

CCTV coverage
(Left) Generally visitors feel
safe at night, particularly
in active streets. Good CCTV
coverage is an essential
component of public realm
management strategy.
Clerkenwell Village Renaissance 02 Site Context
Entertainment
FARRINGDON ROAD
CLERKENWELL ROAD
FARRINGDON
ST JOHN STREET
Local Destinations
The level of activity in the Study Area changes
distinctly between weekday/daytime and evenings/
weekend. During the week the streets are dominated
by office workers moving between the main
access points of public transport, to the numerous
professional and design offices located across the
area. In the evenings and weekends the area is much
quieter and the main focus of activities is around
the night clubs and numerous bars and restaurants.
The area is well served by public transport with
bus routes on Clerkenwell Road (routes 55 and 243)
and Farringdon Road (route 63). Farringdon Station
is on the Metropolitan, Circle and Hammersmith
and City Lines as well as Thameslink rail services.
Good public transport provision encourages visitors
to access the area on foot. There is limited access
for mobility impaired visitors however, due to poor
provision of drop kerbs and narrow footways.
All areas of open space are well used during week
day lunchtimes indicating a high demand for office
workers to congregate during lunch breaks.
BARBICAN
OLD STREET
Pubs, clubs and bars
Licensed Restaurants
The area has two main historic spaces, St John’s
Square and Clerkenwell Green. Clerkenwell Green
is currently dominated by an inefficient road network
and car parking.
The hierarchy of the road network includes busy
roads (Farringdon Road A201, Clerkenwell Road
A501) and minor side streets, down to a fine grain
of narrow alleys, yards and rents. These alleys are
characteristic of the area and they are well used, but
in some cases are gloomy or unwelcoming. This can
be attributed to poor lighting, modern buildings with
no street level presence such as the old Booths’ Gin
site or a blurring of public private space.
35
There are few facilities for families, the nearest school
is just outside the Study Area in Corporation Row and
there are no children’s play areas.

Clerkenwell Village Renaissance 02 Site Context

Clerkenwell Village Renaissance 03 Past, Present and Future Ideas
Past, Present
03
and Future Ideas

Clerkenwell Village Renaissance 03 Past, Present and Future Ideas
Right: Farringdon Station