Scott had retained the services of Francis Skidmore of Coventry to design and supply decorative wrought and cast ironwork to the hotel including the gasoliers. The fourth floor ceiling height comes down to approximately 10ft (3m). 11th October 2018 marked St. Pancras' official 150th anniversary and the station teamed up with Cordon Bleu to celebrate... St Pancras International is owned by HS1 Ltd. ©2020 HS1 Ltd. ©2020 St Pancras International. Many staff were also 'floating' between hotels owned by the Midland Railway. When Scott's design for The Midland Grand Hotel was chosen he was one of the most eminent architects at that time and certainly one of the best known publicly, after all the trouble he had with his designs for the Foreign office. On the 31st of December 1922 the Midland Railway became part of the London, Midland and Scottish Railway under the government ‘Big four’ grouping policy. Lucas Brothers (Builders of the Royal Albert Hall, Royal Opera House, Kings College Hospital, Alexandra Palace, Woolwich Arsenal, Etc.,) worked on the Eastern cab road and platforms. Rowland Mason Ordish (1824-1886), an engineer, helped Barlow's design for the roof actually work, and also supplied designs for other ironwork details in the station, including the framework for the 18ft (5.48m) clock. (Builder 09/04/1870). This would now be carried out by the furnishers, Gillows, under their own instructions. There was a tube down which orders for food could be dropped to the basement kitchens. Needless to say, the thought of paying compensation for something as common as death was reprehensible to the Board of Directors, as well as being an admission of liability and the suggestion was 'declined in consequence of the precedent it would set up' (min 1673). In July Sir William Armstrong was asked to supply a passenger lift and luggage lift for the Western wing. This was due to the lack of transport to fit in with their 70 hour working week, which was often also split-shifts. George Gilbert Scott, 13th July 1811 - 27th March 1878, was born in Gawcott, a small village near Buckingham. Among these was a stunning pair of rooms on the south side of the East corridor separated by cast-iron columns topped with carved stone arches, decorated with wrought ironwork. This was the year that the Midland Railway was formed by act of parliament from three existing railway companies: The North Midland, the Midland Counties and the Birmingham and Derby Junction. This piston was powered from the London Hydraulic Water Company system. Each floor of bedrooms used different timber for the furnishings. Perhaps fortunately for Ordish, funds for this structure were not available until after he had been involved with St. Pancras, as the bridge, which opened in 1871, was structurally poor and had to be reinforced only 10 years later – remedial work was carried out by Joseph Bazalgette. 37 Godwin Road The staff for the new hotel were hired from all over Europe and the British Isles. CT9 2HE. A manager was sought and applications were received in January 1872. The engineer, Mr Crossley, had calculated a need for 80,000 gallons (360,000 litres) of water per day to service both the hotel and the terminus. The secondary and internal bricks were made on site at St. Pancras. These balconies are now gone, as is the 'Turkish bath'. On this occasion Mr Kyne failed to move out of the way soon enough and was struck on the head by the moving carriage, which fractured his skull. But gravediggers had to be brought in to carry out the work, because the labourers were unable to deal with the putrefying mess including cholera victims that they were faced with. There were also complaints from the staff occupying the new offices of the lack of good heating and ventilation arrangements but the buildings still fulfil the needs today. The Jigger system was replaced with a massive piston sunk into the ground beneath the lift carriage. Waring Brothers were also paid for 'attending on gas, fittings, etc, as per Mr Kirtley in the Booking Office'. Into this tank was built a ceramic-tiled bath, with steps going down into it. In the sitting rooms it was made of Fine walnut with gilding. The room was also provided with a double ‘Butler- style’ sink with a bucket stand and flushing mechanism on one side. In the West Chamber on this floor a late decision was made to insert a so-called 'Turkish bath'. The list of different posts is extensive: There were also two distinctly different groups of staff, those that lived in, i.e. It cost 3/6d (17.5p) per night. Here too, the rooms on the front elevation had balconies accessed by French windows. The décor was incredibly ornate and intricate, boasting reds and golds with no detail left unattended. The meeting was presided over by the chairman of the board of directors, Mr George Hudson. However, this success did not last, despite the hotel’s original innovation. The rooms are the same area as those on the second floor. Nevertheless, the appointment was made and Scott brought in immediately to oversee building works and confer with Barlow on accommodation needed for the railway. (min 1144). The fifth floor room ceilings were approximately 8ft (2.4m) high. Each room has an identical marble fireplace and stunning geometric ceiling painting. Ten architects were invited to enter the competition, but after the entry period was extended to accommodate Scott and others, there were Thirteen: It was awarded to George Gilbert Scott in January 1866, after the extension period of one month was added to the entry date. This work was carried out and the hotel opened for business on Monday the 5th of May 1873. A great number of staff not considered live-in also slept on the premises, mainly in attic rooms on the fifth floor. He only started in 1934 and was paid the princely sum of 7/6d per week, with free rail travel from his home in South Tottenham. Equipped with the most modern steam-driven machines, including a six foot (1.83m) washing machine, capable of handling up to three thousand pieces of linen per day, drying cabinets and steam presses. Waring Brothers were awarded the contract to build the foundations and brick-arch basements, as well as the goods station and approach walls, and this carried on through to the sections under the hotel. As other hotels modernised and fitted en-suite bathrooms, the Midland Grand’s firm structure prevented crucial updates that caused the hotel to fall from favour and become derelict. The building was to use 'Moreland's patented fireproof flooring system', a wrought iron, concrete and corrugated iron 'sandwich' designed to withhold the effects of fire. The furniture was often bespoke, including fitted hall cupboards and cabinets (by Jackson & Shaw). The Midland Railway Company were very concerned about the possibility of a fire in their new hotel and secured the services of Superintendent Medcalf of the Derby Fire brigade to come to the Grand hotel and survey the building to make recommendations as to what measures might be taken to lessen the effect of any fires within the building. The furniture was made of Ash in the guest rooms and Deal 'japanned' as oak elsewhere. In the mid-1880s a new concept was used. Ordish went on to design the roof of the Royal Albert Hall and then to copy St. Pancras up in Glasgow for the roof of St. Enoch Station. The original drawings for the hotel at St. Pancras were completed in a small hotel during a three-week period in September and October 1865, whilst Scott accompanied his wife, Carolyn on a trip to Hayling, near Portsmouth, to nurse 16 year old Alwyne Gilbert, their fourth son. Here he had the option to build the terminus on a man-made hill, an easy choice, with the spoil from the recently constructed Metropolitan underground tunnels available, or to create a lower level which could therefore provide space for storage. This was probably because it was nowhere near finished – at the beginning of June Mr Skidmore was pressed to complete his contract and Jackson & Shaw were asked to put all strength into completing the kitchens, laundry, billiard room, smoke room and kitchen lifts. A payment to Mr Sang of £3000 was shown in the minutes of April the 23rd 1873. Scott was invited to a meeting of the Midland board in December 1866 to show his revised drawings and estimates of costs. They are a very hard-faced brick, made from a mixture of Kueper-marl (West Mercia mud) and Pleistocene; this was double-fired in a patented 'Hoffman' kiln which had two ovens, the main one directly fired, the secondary one warmed by the main one was used to pre-fire the moulded mixture. John Saville was appointed the Clerk of works on January the 1st 1867, bringing in his own son to assist him. The Facing bricks used in the construction were from Edward Gripper in Nottinghamshire. In 1865, the work on the station began. Secondly, they told Scott that he must change his design to save a considerable amount on the estimated cost. Fresh towels, bathing oils and other bathroom requisites were kept in attendant's rooms and a chute was provide to drop used linen down to ground level, where they could be transported to probably the most modern hotel laundry in the world. Hip baths were stored here, being filled upon request and wheeled to the guest room. A travel pass would be issued so that they might travel to St. Pancras, then when their need was no more; another pass was given to convey them back from whence they came. Other members of staff at this time were: Mrs Bailey, the Head Housekeeper; Mrs Fowler, the assistant Housekeeper; Mr Dane, the assistant manager; Mr Gurney, the manager; and Arthur Towle, the Controller. Table d'hôte cuisine in the Coffee Lounge was 5/- (25p) which was more acceptable to those spending considerably more money on the suites on the first to third floors. Palmerston had another architect: Henry Garling, in mind. The designs were applied to the ceiling by a man called Donaldson, of Gillows. If the larger track gauge was adopted, the single span allowed the most freedom to move the platforms. This accommodation would occupy the side buildings of the station and included toilets, booking hall, ticket office, lamp room, waiting rooms, Staff rooms, offices etc. During busy periods they lost a lot of passenger traffic to The Great Northern as they were given less track time and also less stabling facilities in Kings Cross. Sir George was asked to 'put down wooden pavements under both archways' (min1499).

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