Category Archives: Victorian Architecture

Christmas in a T-shirt: Cuba

Palacio de Valle, Cienfuegos, Cuba

Palacio de Valle, Cienfuegos, Cuba

When I spent Christmas in Cuba in 2001, the most eccentric building I visited was the Palacio de Valle in Cienfuegos on the south coast:  http://www.cubaheadlines.com/2009/03/14/16253/palacio_de_valle_monument_cienfuegos_cuba.html.

Built for a wealthy sugar merchant Oclico or Acisclo del Valle y Blanco as a wedding-gift from his father-in-law, it was designed by an unnamed local architect, possibly Pablo Carbonell Donato, and constructed by Alfredo Colli Fanconetti, an Italian civil engineer.  Begun in 1913, it was completed in 1917 at a cost of 1½ million pesos.

It’s an astonishing mixture of materials  and styles– marble, alabaster, brass, glass and faience.  The dining room is in the Mudéjar (Andalucian) style, based on the Patio of the Lions in the Alhambra.  The music room is Louis XV.  The three rooftop turrets are respectively gothic, Indian and Moorish, respectively symbolising war, love and religion.

Del Valle died in 1920, and his widow and children left the place a couple of years later.  After passing through a succession of ownerships it was converted by Panchin Batista, brother of the dictator, to a casino in 1950.

After the Revolution it became an art school and is now a restaurant.  When I visited, some years ago, a lady whom our guide described as a “character” played a grand piano very loudly all through the meal.

There’s so much to see and enjoy in Cuba, but in the time I spent there I saw nowhere more memorably unusual than the Palacio de Valle.

 

London’s city of the dead

Shrine of St Edward the Martyr (former South Station), Brookwood Cemetery, Surrey

Shrine of St Edward the Martyr (former South Station), Brookwood Cemetery, Surrey

South of the London-Southampton main line, just beyond Woking, lies the vast spread of Brookwood Cemetery, founded by the London Necropolis & National Mausoleum Company in conjunction with the London & South Western Railway in 1852.

Necropolis“, in Greek, translates as “city of the dead”.

The idea was to provide practically limitless space to bury London’s dead away from the insanitary churchyards and the high-priced commercial cemeteries such as Kensal Green, Highgate and Brompton.

Funeral trains left the Necropolis Station at Waterloo, reversed at a specially installed siding at Brookwood, and proceeded along a ¾-mile branch through the cemetery grounds to one of two funeral stations, one Anglican and the other Nonconformist.

There were, inevitably, concerns about this innovative prelude to the last great journey.  The Bishop of London worried that “the body of some profligate spendthrift might be placed in a conveyance with the body of some respectable member of the church, which would shock the feelings of his friends”, so the company provided hearse-vans with first-, second- and third-class compartments for coffins.

Nevertheless, Brookwood funeral trains soon attracted something of a reputation, especially on the return journey.  The Builder reported in 1856 that “At the funerals by the Necropolis Company, we are told that not unusually, mourners have carried drink with them, of which on the return journey, they had partaken to such an extent, that they have been found dancing about the carriage, by the ticket-collector.”

Of the original 2,100 acres purchased from Lord Onslow, only 400 were laid out as a cemetery and much of the rest was sold for residential development.  Nearly a quarter of a million burials have so far taken place, and there is still 200 acres to spare.

After the First World War parts of the Brookwood Cemetery were given over to military cemeteries for British, American, Canadian, Turkish and Czechoslovakian combatants, and many of its more recent burials are for religious groups with specific needs and requirements – Russian Orthodox, Muslim, Zoroastrian.

By the 1930s the daily funeral trains had reduced to twice a week at most, and the service abruptly stopped in 1941 when a bomb destroyed the building at Waterloo and much of the rolling stock.

The trackbed within the cemetery is now landscaped, and the South, Anglican station belongs to the Brotherhood of St Edward, an Orthodox Christian community dedicated to maintaining the shrine and relics of the Saxon king St Edward the Martyr (c959-978/9).

The cemetery itself was purchased by Mr Ramadan Houssein Guney, Chairman of the UK Turkish Islamic Trust, in 1985.  He painstakingly reversed the cemetery’s long decline, clearing encroaching undergrowth and reinstating the lake in the Glades of Remembrance, aided by the voluntary efforts of the Brookwood Cemetery Society who have organized the restoration of significant graves.

It’s a fascinating cemetery to explore – but it does involve a lot of walking.

For information, see http://www.brookwoodcemetery.com.

For details of Mike Higginbottom’s lecture Victorian Cemeteries, please click here.

The 80-page, A4 handbook for the 2015 Cemeteries and Sewerage:  the Victorian pursuit of cleanliness tour, with text, photographs, maps, a chronology and a reading list, is available for purchase, price £10.00 including postage and packing.  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.

Smedley’s

County Hall (formerly Smedley's Hydro), Matlock, Derbyshire

County Hall (formerly Smedley’s Hydro), Matlock, Derbyshire

Matlock owes its importance as the county town of Derbyshire primarily to two men.

The first, John Smedley (1803-1874), was a local hosiery manufacturer who made a recovery from typhus at the age of forty-three at the newly-opened Ben Rhydding Hydro near Ilkley.  He felt he owed his life to an innovative form of water-cure, hydropathy, a system of baths, compresses and treatments in mineral-free water to expel morbid impurities from the body through “putrescent excrescences”.

He underwent a religious conversion which led him to encourage temperance through the promotion of hydropathic “cures”, which he promoted as an “entirely an original system, not the cold water cure”.

In 1853 he bought a small private medical establishment serving six patients and developed it into the huge Smedley’s Hydro on Matlock Bank.

After his death the business was incorporated as Smedley’s Hydropathic Company Limited, with capital of £25,000.  The buildings were repeatedly extended until by the Edwardian period Smedley’s had 300 bedrooms.

The opulent architecture of Smedley’s Hydro reflects the gradual relaxation of its founder’s strict temperance regime:  tobacco, cards, billiards and dancing were introduced over the years, and the iron-and-glass Winter Garden of 1900 was built with a dance-floor.

What John Smedley had intended as a therapeutic establishment open to all classes gradually became a high-class hotel for those who could afford it:  eventually there was actually a licensed bar on the premises.

The comfort and luxury of Smedley’s in the early twentieth-century was a long way from its founder’s precepts banning “books, newspapers, or tracts of an irreligious character”, visitors or receiving letters on the Sabbath.

The entire building was commandeered at the start of World War II and used as the Military School of Intelligence.  Business resumed in 1947, but failed to pick up, and Smedley’s Hydro closed in 1955.

At that point the second “father” of modern Matlock stepped in – Alderman Charles White (1891 -1956), the chairman of Derbyshire County Council, who spotted the opportunity to move the council’s offices from cramped sites in the centre of Derby to a huge empty building nearer the geographical centre of the county.

Smedley’s became County Offices, and in the 1990s was aggrandised as County Hall.  There is a species of rush hour up the bank and across the moors twice a day as hosts of civil servants flit in and out of the town.

Its position as the county town is no doubt the reason why Matlock retained its rail service as a branch-line when the main line to Manchester closed in 1968.  Perhaps it’s also the reason it has a Sainsbury’s.

There’s a particularly well-constructed website of Matlock and Matlock Bath history at http://www.andrewsgen.com/matlock/index.htm.

The 72-page, A4 handbook for the 2009 Derbyshire-based Taking the Waters:  the history of spas & hydros tour, with text, photographs 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.

The other Chester Cathedral

St John's Church, Chester

St John’s Church, Chester

St John’s Church, Chester, which lies outside the city walls near the half-exposed Roman amphitheatre, looks to all practical purposes Victorian, though with a ruined east end that has to be older and a stump of a tower in south-west corner.

When you step inside, the fine Norman interior comes as a surprise.

It has an architectural feature unique among English churches – the nave arcades have a barely perceptible but deliberate outward lean – and there is a noteworthy wall-painting of St John the Baptist on one of the columns.

This church was from 1075 until 1102 the cathedral of the former diocese of Lichfield, and even after the see was transferred to Coventry, St John’s remained a nominal cathedral within what was known as the diocese of Coventry and Lichfield until the Reformation, when the nave became a parish church and the east end was left to ruin.

You can see in the Norman architecture exactly where the bishop’s departure interrupted the building programme:  the nave triforium and clerestory are anything up to a century newer than the arches on which they stand.

Although the Victorian architect R C Hussey had carried out a restoration in 1859-66, the mainly sixteenth-century north-west tower collapsed in 1881.  The Chester architect John Douglas rebuilt the north porch, leaving the ruins of the Norman choir and Lady Chapel and the fourteenth-century choir chapels.

Most historic buildings are a palimpsest – a document repeatedly erased and rewritten – but St John’s has suffered more alterations than most.

St John’s Church is open daily for visitors and worshippers.  No admission-charge is levied, and donations are welcomed:  http://www.parishofchester.com/donations.html.

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 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.

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.

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.