"Jamie Thompson" wrote in message
...
On 2 Feb, 21:35, "Peter Masson" wrote:
Until the 1970s the platform numbers in the main shed omitted 4 and 9,
so
the original main departure platform was No. 10.

That's interesting. Don't suppose you know the reasoning for that?

IIRC there were originally only 2 platforms (which is why the bridge
only caters to 1 & 8), arrival (on the eastern side, hence the cab
road), and departure on the west side (hence the waiting rooms). The
centre roads being used as stock sidings until the centre platform
(current 4&5) were added over them, and finally the other two. I cold
be wrong, but I'm fairly sure that's how it worked.

I seem to recall a old map online somewhere showing the KX area with
many more platforms...I'll see if I can find it again.

The problem with adding more longer platforms on teh site of the
suburban
station is that this part of the station does not align well with the
Gas
Works Tunnels, so a good track layout in the throat would be difficult
to
achieve.

Bring back the eastern bore, then have the tracks running primarily
diagonally from the mouths to the platforms. Perhaps move some of the
pointwork to the maiden lane opening. I guess if you wanted to be
drastic...you could even contemplate opening up some of the gasworks
tunnels.

On opening in 1852
Arrival platfform I(now 1)
14 carriage roads
Departure platform (now 8)

1862 new arrival platform added, full length one side (now 2) and stepped
the other side, with a short bay at the outer end (later 3) and a short
platform at the inner end (later 4).

In 1863 connections to the Met opened. Up trains to the Met called at York
Road platform. Down trains from the Met ran via the Hotel Curve, and set
back into the departure platform (now 8).

1875 the Local station opened (for departures only) - 2 tracks with 3
platform faces, on site of current 9 - 11.

1878 the Hotel Curve platform (later 16) added
2nd Gas Wiorks tunnel opened, and York Road platform resited

1892 3rd Gas Works tunnel added

1893 two platforms added either side of the central wall (now 4 and 5)

1895 Local station altered to give 3 tracks and 3 platforms (now 9-11).
Hotel Curve platform rebuilt and new terminal platform on its opposite face
(later 17) added.

1924 new island platform added between the local station and the Hotel Curve
platform, numbered 14 and 15.

1926 new island platform added in the departure side of the main shed,
numbered 7 and 8.

Numbering was now 1 - 17 across the station, though No. 9 was a carriage
road between 8 and 10 (now 7 and 8)

1934 platform 3 abolished and 4 extended to full length

1938 carriage road 9 abolished and 7/8 widened.

These last two changes explain the omission of platform numbers 3 and 9.

1970s, in connection with suburban electrification York Road platform, and
platforms 14-17, abolished. Platforms renumbered 1 - 11 in a continuous
sequence.

Opening up the Gas Works tunnels is not an option, as the Grand Union Canal
goes over the top of them. It might, I suppose, be possible to reinstate the
third tunnel, use the western one only for the suburban station (including
possible longer and/or additional platforms), the middle one for platforms
5-8, and the eastern one for platforms 1-4 and 0/W/Y or whatever it will be
called.

However, the intended diversion of most of the FCC service into Thameslink
will mean, at least with the new platform and the new concourse, that Kings
Cross will have enough capacity. Perhaps though the main trainshed will be
used for NXEC and the remaining FCC trains (12-car at peak times) with the
suburban shed used for the shorter Hull Trains, Grand Central and Grand
Northern.

Peter