The Scrape School

Chester Cathedral

Chester Cathedral

The present-day Chester Cathedral began as the tenth-century church of St Werburgh, was refounded as a Benedictine abbey by the Norman Hugh Lupus, first Earl of Chester, and at the Dissolution of the Monasteries became the centre of a new diocese, when the last abbot became the first Dean of Chester.  (Henry VIII had apparently first considered locating the see at Fountains, where the abbey buildings were kept intact for a brief, deliberate pause.)

The present building was begun in 1092 and then remodelled and enlarged from the late thirteenth century onwards:  the later generations of builders kept their work in harmony with their predecessors, as did their contemporaries at Westminster Abbey and Beverley Minster.

Its exterior has been so repeatedly and heavily restored, by Thomas Harrison (1818-20), R C Hussey (from 1844), Sir George Gilbert Scott (from 1868) and Sir Arthur W Blomfield (after 1882), that it’s difficult to be sure if any of the visible fabric is earlier than the nineteenth century.

Certainly the apse at the end of the south choir aisle, with its exaggerated roof, is pure Scott.  This most notorious of the Victorian “Scrape” school of restorers, obsessively committed to tidying up and purifying the style of medieval churches, was heavily criticised for his work at Chester, yet some of his contributions, such as the choir screen and its wrought-iron gates (1876) are now highly-regarded designs in their own right.

He was not the only author of Victorian depredations:  Dean Howson, regrettably, ordered the removal of five medieval misericords, of which the subject-matter was considered to be “very improper”.

Ironically the medieval shrine of St Werburgh survived the Reformation because the base was used for the Bishop’s throne.  Sir Arthur W Blomfield restored it as best he could in the late Victorian period.

The Chapter House, described by Pevsner as “the aesthetic climax of the cathedral”, dates from the thirteenth-century, but was restored by R C Hussey in the mid-nineteenth century.  Similarly, the south side of the cloisters is a reproduction by Sir George Gilbert Scott.  The refectory, still with its monastic pulpit, has an east window by Giles Gilbert Scott, installed in 1913, and the roof is by F H Crossley, completed in 1939.

In contrast, the most modern, uncompromising yet least obtrusive addition to the Cathedral is the Addleshaw Tower, a detached bell-tower by George Pace, completed in 1972-4, after the old bell-frame in the central tower was found to be beyond safe restoration.

So Chester Cathedral looks now like it never did in the past.  This is true of most ancient buildings.  I think this complexity makes it all the more interesting, once you know what you’re looking at.

Chester Cathedral operates as a tourist attraction, charging for entry outside service-times:  http://www.chestercathedral.com/chester-cathedral-visiting-opening-hours.htm.

For details of Mike Higginbottom’s lecture Survivals & Revivals:  past views of English architecture, please click here.

The 48-page, A4 handbook for the 2009 Historic Chester tour, with text, photographs, and a reading list, is available for purchase, price £7.50 including postage and packing.  To view sample pages click here.  To order a copy, please click here or, if you prefer, send a cheque, payable to Mike Higginbottom, to 63 Vivian Road, Sheffield, S5 6WJ.

The most perfect of all station houses 1

Wingfield Station, South Wingfield, Derbyshire (1976)

Wingfield Station, South Wingfield, Derbyshire (1976)

The 2012 version of the Victorian Society’s Top Ten Endangered Buildings list headlined Wingfield Station, Derbyshire of 1840, by Francis Thompson (1808-1895), one of the very first architects to specialise in designing railway buildings: Wingfield Station, Derbyshire | Victorian Society.

The Transport Trust considers that “Francis Thompson’s best work was on the North Midland Railway, between Derby and Leeds”, yet all the others have disappeared, apart from one small isolated structure at Chesterfield and his Railway Village, next to the main station in Derby.

Wingfield Station appeared, transformed into a suburban villa, in a supplement to John Claudius Loudon’s Encyclopaedia of Cottage, Farm and Villa Architecture.

As long ago as 1950 Christian Barman, author of the pioneer study An Introduction to Railway Architecture, described it as “the most perfect of all station houses”.

Passenger services ceased in 1967, but trains still thunder past twenty-four hours a day:  the North Midland line remains a major trunk route between Sheffield and London, and between the North East and South West of England.

Soon after the station closed to passengers it was bought as a residence, but the passing trains must have made life intolerable.  For several decades the building has simply been left to rot, and lead thefts have led to extensive water damage.

The Victorian Society commentary unequivocally lays the blame for the dire condition of this beautiful little building on neglect by the private owner and negligence by the local planning authority, Amber Valley Council:  “The building has seen too much time go by to wait any longer. The council needs to take action urgently:  compulsory purchase looks to be the only answer.”

It’ll be interesting to see if the national publicity will lead to a burst of energy from a cash-strapped council.

Even more interesting will be the search for a practical use for an elegant station building with too many trains and no passengers.

Snow Hill revived

Snow Hill Station, Birmingham (1975)

Snow Hill Station, Birmingham (1975)

The absurdities of Victorian railway competition are only equalled by the profligate waste of the railway closures in the 1960s.

Birmingham’s two main stations lie at right-angles to each other, on different levels and several hundred yards apart, because three entirely separate and competing companies built the lines into Birmingham.

The Great Western Railway’s Snow Hill Station, first opened in 1852, developed into a magnificent red-brick and terracotta structure of 1911-12 behind J A Chatwin’s grand Great Western Hotel of 1875.

In 1961 a scheme was published to turn Snow Hill into “the most modern railway terminal in Europe”.

As late as 1964, during the electrification of the West Coast Main Line, it handled 130,000 trains and 7,500,000 passengers, compared with 175,000 trains and 10,000,000 passengers at New Street.

Later in the 1960s many former GWR services were closed or diverted to the redeveloped New Street, except for Stratford and Warwick local services which terminated at the suburban-relief station at Moor Street, south of the Inner Ring Road.

The Great Western Hotel was demolished in 1971.  Snow Hill Station itself remained derelict after the last train-service finished in 1972, became structurally unsafe and was eventually cleared in 1979.

However, from 1987 the Moor Street services again ran through the reopened tunnel, and a new Snow Hill Station was incorporated in the unlovely Colmore Court office-development.

Since 2001 the Birmingham to Wolverhampton service of the West Midlands Metro has used a platform of Snow Hill station as its city-centre terminus.

So, apart from the fact that more trains run from Moor Street than Snow Hill, and the second London service runs to Marylebone rather than Paddington, there are relatively few significant differences in the availability of services now than there were in 1960.

Hindsight is a wonderful luxury, but I can’t help wondering if the planners’ plans really added up correctly in the 1960s, any more than the haphazard eccentricities of Victorian laissez-faire did 110 years previously.

For details of Mike Higginbottom’s Birmingham’s Heritage lecture, please click here.

Great Western Arcade

Great Western Arcade, Birmingham

Great Western Arcade, Birmingham

Birmingham’s finest shopping arcade, the Great Western Arcade, was built, as its name suggests, on the girders which were installed to cover the open railway cutting leading into Snow Hill Station in 1874.

Designed by the Birmingham architect W H Ward, it lost its top storey, its dome and the original design of the entrance to Colmore Row in the Birmingham blitz.  Sympathetically refurbished by Douglas Hickman of the John Madin Design Group in 1984-5, and further restored in 2009, it remains one of the pleasantest of Birmingham’s shopping experiences.

Even if you dislike shopping and shops, one of the great pleasures of central Birmingham is the Victorian Restaurant [http://www.greatwesternarcade.co.uk/shop-detail.php?ID=15] in the Great Western Arcade – an ideal place for breakfast, lunch or tea, preferably on the first floor, looking out on to the gallery and a glazed roof that could be Victorian, but isn’t.

For details of Mike Higginbottom’s Birmingham’s Heritage lecture, please click here.

Viaduct to nowhere

Duddeston Viaduct, Birmingham

Duddeston Viaduct, Birmingham

Almost every time I travel from Sheffield to Birmingham, the train pauses outside New Street Station to wait for a vacant platform.

Looking to the south, it’s possible to discern two railway viaducts, one carrying trains into Moor Street Station, from where they traverse a tunnel at right angles to the New Street lines under the city centre to Snow Hill Station.

There’s another viaduct that carries only bushes and small trees.

This is the 1,100-yard-long 58-arch Duddeston Viaduct, built by the Great Western Railway as a linking curve towards the old Curzon Street station that closed when New Street opened in 1852.

The companies operating into New Street, the London & North Western and the Midland railways, blocked the Great Western access to their old and new stations, and the Great Western instead built Snow Hill station and tunnel at great expense.

Duddeston Viaduct halted at the land-boundary and, though it still exists, has never been used to carry trains since it was built.

See http://warwickshirerailways.com/gwr/gwrbg671.htm.

Update:  At last, it seems someone has found a use for the Duddeston Viaduct:  Birmingham set for New York City-style High Line park – BBC News.  The Manhattan High Line is well-known.  There are already British examples in Manchester and Leeds.

For details of Mike Higginbottom’s Birmingham’s Heritage lecture, please click here.

Exploring Sydney: The Rocks

Cadman's Cottage, The Rocks, Sydney, Australia

Cadman’s Cottage, The Rocks, Sydney, Australia

The historic heart of Sydney is the area between Circular Quay and the Harbour Bridge known as The Rocks, because of the soft sandstone ridge on which it stands.

Standing on the harbour front, it was always a rough, disreputable district, and after an outbreak of bubonic plague in 1900 the New South Wales Government took steps to flatten the entire area.  The interruptions of two world wars and the disruption of building the approaches to the Harbour Bridge in the 1920s meant that a substantial number of historic structures survived into the 1960s.

An energetic campaign by a residents’ group in the early 1970s secured the conservation of the Rocks area, and now it is a tourist magnet, especially interesting for the overlays of successive historic periods on the oldest colonised site in the whole of Australia.

Among the places to see is Cadman’s Cottage, named after John Cadman, one of the government coxswains, an English publican transported for stealing a horse.  It dates from 1816 and is the third oldest building in Sydney.

The history of The Rocks is well interpreted in The Rocks Discovery Museum [http://www.therocks.com/sydney-Things_To_Do-The_Rocks_Discovery_Museum.htm], set in an 1850s warehouse restored by the National Trust.

What must have been the roughest collection of pubs in Sydney is now a variegated succession of tourist honeypots – the Fortune of War (1828) [http://www.fortuneofwar.com.au], the Lord Nelson (1841) [http://www.lordnelsonbrewery.com], the Orient (1844)[http://www.orienthotel.com.au] and the Russell Hotel & Wine Bar (1887) [http://www.therussellwinebar.com.au] – among many others.

A good way to start a stay in Sydney is to have dinner in the open air at Circular Quay, watching the ferries come and go, and then to take your pick of the watering-holes along George Street towards the Harbour Bridge.

The big city seems far away, though actually it’s just over the hill.

Exploring Sydney: Museum of Sydney

Museum of Sydney, Sydney, Australia

Museum of Sydney, Sydney, Australia

If you arrive in Sydney and want to understand its history, the best place to start is the Museum of Sydney, a modern complex at the base of a high-rise block immediately south of Circular Quay, designed by Richard Johnson of Denton Corker Marshall and opened in 1995.

It stands on the site of the original Government House, built in 1788 for Governor Arthur Phillip and occupied until 1846.  Some of the foundations and the outline of the building are visible, and within there’s a detailed model and a recreation of part of the façade.

On the forecourt of the Museum is a haunting sculpture by Janet Laurence and Fiona Foley entitled ‘Edge of Trees’, marking the spot where the Gadigal natives must have observed the arrival of the First Fleet of colonists from England.

The three floors of exhibition space tell the story of the early settlers and their relationship with the indigenous population.  There are models of the eleven ships of the First Fleet, and displays about the nine Governors who resided on the site, other important figures in the early history of the city, and a video montage Eora [“people”], by Aboriginal filmmaker Michael Riley, highlighting the life of Sydney people of indigenous descent back to the time of their dreaming.

Details of visiting times, and an online guidebook, are at http://www.hht.net.au/museums/mos.

 

Midland Hotel, Morecambe

Midland Hotel, Morecambe, Lancashire

Midland Hotel, Morecambe, Lancashire

The Midland Hotel, Morecambe (1933) – an unlikely building in an unlikely setting – is one of the finest examples of Streamline Moderne (late Art Deco) architecture in Britain.  Its heyday lasted barely six years, until the outbreak of war.  After that, it became progressively difficult to operate, until it was rescued, sumptuously renovated and reopened in June 2008 by the developer Urban Splash.

Its railway-owned predecessor dated back to 1848, to the very beginnings of the resort that became Morecambe, and the Promenade Station was constructed in 1907 specifically to bring trains as close as possible to the hotel’s front door.

By the early 1930s the old hotel was badly out of date, and in January 1932 the directors of the London Midland & Scottish Railway approved plans to replace the 1848 building with “a building of international quality in the modern style”, designed by Oliver Hill (1887-1968) on a budget of slightly less than £72,000.  The new building rose from the lawn of the old hotel, which was subsequently demolished.

Oliver Hill was at the height of his career in the 1930s:  after starting out designing picturesque Arts & Crafts cottages, he embraced the visual potential of the Moderne style, of which his best designs, in addition to the Morecambe Midland Hotel, are the partially-built Frinton Park Estate in Essex (1934-6) and the house Landfall (1938), near Poole in Dorset.

His attributes were an eye for unifying architecture with decoration, and his adventurous use of materials such as concrete, chrome and vitrolite [Pigmented structural glass – Wikipedia].  The result was a building that, in the words of the Architectural Review, “rises from the sea like a great white ship, gracefully curved”.

Hill’s brief for the Midland Hotel enabled him to recruit the best available decorative artists while maintaining full control of the building’s aesthetic programme.

The sculptor and designer Eric Gill (1882-1940) designed and carved for the façade two Portland stone seahorses in the form of the celebrated Morecambe Bay shrimps, a ten-foot Neptune and Triton medallion above the central staircase, a bas-relief, Odysseus welcomed from the sea by Nausicaa, and a map of North West England, painted in oil by his son-in-law Denis Tegetmeier.

In the circular café were originally murals by Eric Ravilious (1903-1942) of the seaside by day and by night.  These quickly deteriorated, and one mural was reconstructed by London Weekend Television set-designers for the TV series Agatha Christie’s Poirot in 1989.

The floor of the entrance hall was embellished with a mosaic seahorse and circular, wave-patterned hand-knotted rugs by Marion Dorn (1896-1964), who also worked on the Berkeley, Claridges and Savoy Hotels in London and the Cunard liner Queen Mary.

The new hotel opened on Wednesday July 12th 1933, and quickly attracted celebrities in search of luxury and privacy within easy reach of London, performers from the Winter Gardens and other theatres, and Yorkshire businessmen who commuted by railway club carriage to Leeds or Bradford through the summer months.

It’s interesting that the LMS Railway thought it worthwhile to cater for the most affluent members of British society in the north of England.  After the war and nationalisation the British Transport Commission could hardly get rid of it fast enough.

There are images of the Midland Hotel as it stood before Urban Splash took it on at http://www.abandoned-britain.com/PP/midlandhotel/1.htm.

The Midland Hotel is now operated by English Lakes:  http://englishlakes.co.uk/hotels/lancashire-hotels/the-midland-hotel-morecambe.

The 80-page, A4 handbook for the 2013 Lancashire’s Seaside Heritage tour, with text, photographs, maps and a reading list, is available for purchase, price £10.00 including postage and packing.  To view sample pages click here.  To order a copy, please click here or, if you prefer, send a cheque, payable to Mike Higginbottom, to 63 Vivian Road, Sheffield, S5 6WJ.

Sheffield Victoria

Sheffield Victoria Station (1982)

Sheffield Victoria Station (1982)

The Holiday Inn Royal Victoria Sheffield, is a splendid Victorian hotel, dating from 1862, but it stands in splendid isolation, high above the River Don, cut off from the city by the Inner Ring Road, and – as its website plaintively declares – half a mile from the railway station:  http://www.holidayinnsheffield.co.uk.

This is ironic, because the hotel was built to serve Sheffield Victoria Station on the Manchester, Sheffield & Lincolnshire Railway.  When Victoria Station opened in 1851, it provided the first direct service from Sheffield to London.

The rival Midland Railway had a station nearby, Sheffield Wicker, opened in 1838 on the site that’s now occupied by Tesco Extra, but that line took passengers north to Rotherham where they had to change to a London train.

Only after the Midland Railway opened their new station in 1870 did Sheffield have a choice of direct trains to London and (from 1876) to Scotland.

Victoria continued to provide the quickest service to Manchester and served the east-coast resorts that were popular among Sheffield folk – Cleethorpes, Mablethorpe and Skegness.

In 1954 the Manchester-Sheffield service was electrified, cutting the journey-time between the two cities to 56 minutes.

The 1960s Beeching rationalisation caused the transfer of almost all the passenger services from Victoria into the erstwhile Midland Station, and after some controversy the Sheffield-Manchester service was diverted to the Hope Valley route, which served more local communities and carried the cement traffic from Hope.

Until 1983, rail passengers between Huddersfield and Sheffield via Penistone had the weird experience of trundling through what remained of Sheffield Victoria and reversing to gain access to the former Sheffield Midland.

Eventually, that route was adjusted to run via Barnsley and Penistone, and all that now remains of Sheffield Victoria is a single track to carry trains to the steelworks at Stocksbridge.

There is a proposal to reinstate passenger services over the existing track to Stocksbridge:  http://donvalleyrailway.org.

Meanwhile, fast trains between Sheffield and Manchester via the Hope Valley complete their journeys in under an hour via Stockport.

The authoritative account of Sheffield Victoria Station is at http://www.disused-stations.org.uk/s/sheffield_victoria/index.shtml.

LMS

Midland Station, Sheffield

Midland Station, Sheffield

In years gone by, when I booked a taxi and absentmindedly ask for Sheffield’s “Midland Station” the switchboard operators generally hadn’t a clue what I was talking about.  There’s been no reason to call it that ever since Sheffield’s other station, Victoria, closed in 1970.  Yet for years afterwards when I listened to black-cab driver’s radios they still referred to it as “LMS”, though it ceased to belong to the London, Midland & Scottish Railway on the last day of 1947.  Indeed, when I book a private cab in 2024 the text on my phone confirms the destination as ‘LMS’.

Similarly, Sheffield’s trams – and possibly buses – still showed ‘LMS Station’ as a destination until the end of the 1950s.

For practical purposes, it’s now simply Sheffield Station.

It’s not a particularly spectacular building, though it was handsomely refurbished in 2002.  Indeed, the most impressive structure is out of sight – the culvert that takes the River Sheaf (after which Sheffield is supposedly named) underneath the platforms:  www.mikehigginbottominterestingtimes.co.uk/?p=5502.

The present frontage dates from 1905, created by Charles Trubshaw who also rebuilt the Midland Railway’s stations in Nottingham and Leicester and designed the Midland Hotel in Manchester.  Trubshaw’s first-class waiting room and the adjacent dining room are now occupied by one of Sheffield’s fine real-ale pubs, the Sheffield Tap [http://www.sheffieldtap.com].

The location of the station was controversial when it was built in the late 1860s as part of the “New Road” rail extension from Grimesthorpe to Chesterfield.  The local landowner, the Duke of Norfolk, insisted on the southern approach being hidden in a tunnel (later removed) so that it was invisible from his residence, The Farm.

At the same time Sheffield Corporation, concerned that the streets to the east where Park Hill Flats now stand would be cut off from the town centre, demanded a right of way across the station footbridge.

That’s an argument that’s still running nearly 150 years later.  The operator, East Midlands Trains, seeks to close the footbridge with ticket-barriers:  http://www.sheffieldtelegraph.co.uk/news/local/station_bridge_breakthrough_1_4302832.

Alan Williams, in an article about Sheffield Station in Modern Railways (June 2012), suggested that the railway obsession with ticket barriers may be less connected with fare-dodging (which according to the four train operators serving Sheffield is no worse on their lines than the national average) and more with national security, because the specification for installing the barriers includes enhanced CCTV with individual personal recognition:  “What better way of ensuring that we all dutifully line up to have our picture taken than in a secure station and gating scheme?”