Monthly Archives: December 2013

Liverpool’s Catholic Cathedral (Gibberd version)

Metropolitan Cathedral of Christ the King, Liverpool

Metropolitan Cathedral of Christ the King, Liverpool

When I take groups to Liverpool, I love to lead them from one cathedral to the other, usually from the Anglican Cathedral, which has pointed arches and a vista towards a distant high altar, to the spectacular circular space of the uncompromisingly modern Catholic Cathedral.

The Metropolitan Cathedral, as it is properly known, was initiated in 1960 when Archibishop (later Cardinal) John Heenan decided a cathedral had to be built, and quickly, on the Brownlow Hill land that had been a building site since the 1930s.

His brief, in the years before the Second Vatican Council, was to have a building that would give a congregation of two thousand an uninterrupted view of the high altar, would cost no more than a million pounds, and could be built within five years.

The competition winner was Sir Frederick Gibberd, who engineered a circular space, with a corona supported by ring beams held in place by sixteen angled pillars and diagonal concrete buttresses.

Within each bay of this structure he placed a variety of free-standing chapels, most of which were initially left plain for future generations to embellish.  The echoing space of the interior is lit by John Piper and Patrick Reyntiens’ deeply coloured glass.

The Metropolitan Cathedral was consecrated in 1967 – completed on time and within budget.

Like so much 1960s architecture, the haste to complete meant that new, untried materials were used which did not stand the test of time.  Within a generation, the leaking roof had to be reinstated and much of the cladding replaced.  The processional approach that Gibberd intended was only constructed at the start of this century.

Nevertheless, the spiky profile of the Metropolitan Cathedral has integrated into the Liverpool skyline with a much lighter touch than Lutyens’ bombastic basilica ever could.

It’s ironic that the architect of the Anglican Cathedral, Sir Giles Gilbert Scott, was a Catholic;  Sir Frederick Gibberd, architect of the Catholic Cathedral, was in fact a Methodist.

For details of Mike Higginbottom’s lectures on Liverpool architecture, please click here.

Liverpool’s Catholic Cathedral (Lutyens version)

Metropolitan Cathedral of Christ the King, Liverpool:  Lutyens crypt (foreground);  Gibberd cathedral (background)

Metropolitan Cathedral of Christ the King, Liverpool: Lutyens crypt (foreground); Gibberd cathedral (background)

When Liverpool’s Catholic community returned to the task of erecting a cathedral in 1930 under Archbishop Richard Downey using the site of the former Brownlow Hill Workhouse, they planned a church to dominate the cityscape even more than E W Pugin’s elegant Gothic design of 1853 at Everton would have done.

Sir Edwin Lutyens (1869-1944) designed a monster basilica in what he called his “Wrenaissance” style.  Nearly as long, yet wider and higher than St Peter’s in Rome, its dome would have been half as tall again as the tower of the Anglican Cathedral, and significantly larger than the domes of St Peter’s or London’s St Paul’s.  The Victoria Tower of Liverpool University, across the road on Brownlow Hill, would have fitted inside the entrance arch.

A vast architectural model, seventeen feet long and over eleven feet high, was built as an aid to fund-raising:  it has survived and is displayed in the Museum of Liverpool at the Pier Head:  [http://www.liverpoolmuseums.org.uk/conservation/departments/models/lutyens]

Lutyens cheerfully declared that the actual cathedral would take four hundred years to build.  The foundation stone was laid in 1933 and the first mass said in the crypt in 1937.  At the time of the 1941 Blitz, the sole remaining mason was obliged to down tools and work stopped entirely.  The crypt, which had already consumed four million blue bricks, was partly adapted as an air-raid shelter, and otherwise left open to the weather.

After the war, a reduced version of Lutyens’ design was commissioned from Adrian Gilbert Scott, brother of the architect of the Anglican Cathedral, but dismissed as unworkable.  The incomplete crypt was put to use for worship and as a parish centre.

What was built of Lutyens’ cathedral is an awesome space which hints at the scale of the unbuilt structure.  Within, under what would have been the high altar, the tombs of some of the early archbishops are contained in a vault guarded by a seven-ton marble rolling stone, representing Christ’s tomb in Gethsemane.

I once saw the rolling stone roll.  It’s operated by the sort of winch that’s still sometimes used for the house-tabs in school assembly halls.  The sound of seven tons of marble rolling into a doorway is like nothing else.

For details of Mike Higginbottom’s lectures on Liverpool architecture, please click here.

Liverpool’s Catholic Cathedral (Pugin version)

Our Lady Immaculate Roman Catholic Church, Everton, Liverpool (1990)

Our Lady Immaculate Roman Catholic Church, Everton, Liverpool (1990)

Almost as soon as Liverpool became the centre of a re-established Catholic diocese in 1850, the first bishop, Alexander Goss, commissioned Edward Welby Pugin to design a magnificent Gothic cathedral which was to stand on Everton Brow.

There is an image of E W Pugin’s perspective view of the planned St Edward’s Cathedral at https://www.liverpoolmetrocathedral.org.uk/the-first-cathedral.  The complete building would have been a dignified cruciform structure with a tall tower and spire, providing a fine landmark overlooking the Mersey.

From the Wirral bank of the Mersey, or from a vessel in the river, you can pinpoint its location behind and slightly to the north of the existing St George’s Parish Church

Building began in 1853, and stopped again three years later because of the pressure to provide churches, schools and welfare for the huge population of Irish and other immigrants that flooded into mid-nineteenth century Liverpool.  There simply wasn’t the money to spare for grand building projects.

All that was ever built of Pugin’s great cathedral was the Lady Chapel and its two side chapels, and these were converted into an odd-looking parish church, Our Lady Immaculate, which stood on St Domingo Road until it was demolished in the early 1990s.

It was said at that time to be unsafe, though I felt – and still feel – that it was a pity that this relic of the early Victorian growth of Catholic Liverpool wasn’t somehow preserved.

For details of Mike Higginbottom’s lectures on Liverpool architecture, please click here.

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

Island of hidden gems

Our Lady Star of the Sea Catholic Church, Ramsey, Isle of Man

The Isle of Man lacks a volume of Pevsner’s great buildings series:  Sir Nikolaus spent much of his life compiling the first edition Buildings of England, and since he completed the original series in 1974 his successor editors have additionally laboured at the Buildings of Wales, Buildings of Scotland and Buildings of Ireland.  The Isle of Man belongs to none of these territories, and so far has no comparable catalogue of its architectural heritage.

This is a pity, because the island contains a wealth of structures, from pre-medieval crosses and chapels, called keeills, to high-quality nineteenth- and twentieth-century churches and public buildings.  Among the nationally-known architects who have worked on the island are George Steuart, Peter Paul Pugin, John Loughborough Pearson and his son Frank Loughborough Pearson, Ewan Christian (based in England but descended from an old Manx family), Mackay Hugh Baillie Scott and the theatre-architect Frank Matcham.

Alongside these luminaries, Giles Gilbert Scott built Our Lady Star of the Sea & St Maughold RC Church on the seafront at Ramsey in 1908-10.

It’s immediately recognisable as by the same hand as Liverpool’s Anglican Cathedral by its simple, sheer surfaces, tricked out with decorative features high up, including a crucifix high on the liturgical east wall (which actually faces west) and a balcony at the top of the hip-roofed tower.  Carving dies into the stonework, exactly like the Lady Chapel of Liverpool Cathedral.  Much of the Horsforth stone tracery is obscured on the outside by protective glazing.

Within, the interior is lit only on the (geographical) south:  the opposite wall is blank except for a low Gothic arch opening into the Lady Chapel and the windowless wall behind the altar is dominated by a dramatic full-height painted triptych.

Designed when Scott was in his twenties, shortly after he began work on his great cathedral, Our Lady Star of the Sea is an unexpected, precious piece of architectural genius in the wide-open spaces of the under-developed resort-town.

The Isle of Man is full of surprises.

Service times for Our Lady Star of the Sea & St Maughold are available at http://www.ourladyandstmaughold.org.  Background information on all the Catholic churches on the Isle of Man is at http://www.isle-of-man.com/manxnotebook/parishes/rcath/rc.htm.

The 72-page, A4 handbook for the 2014 Manx Heritage 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.

Trouble at t’summit

Foulridge Tunnel, Leeds & Liverpool Canal, Lancashire:  north-east portal

Foulridge Tunnel, Leeds & Liverpool Canal, Lancashire: north-east portal

When I gave a lecture recently to the Driffield Wolds Decorative & Fine Arts Society [http://www.nadfas.org.uk/default.asp?section=209&page=1046], I met Ian Toon, who was about to canoe the Yorkshire length of the Leeds & Liverpool Canal from Foulridge Tunnel down to Leeds.  I was impressed.

I can see that canoeing a canal is an excellent way to see every yard of waterway at close quarters, and to enjoy the wildlife as well as the history.  How much of the scenery you see from water level is another question, but it’s an experience most of us will miss.

Foulridge (usually pronounced “Foalridge”) is a good place to start an exploration in either direction, by canoe, by narrow boat or on foot, because it’s downhill all the way in either direction.  It’s also a relevant place to consider the dilemmas the original canal surveyors faced as they plotted their routes across the Pennine hills.

The traditional, James Brindley solution was to hug the contours regardless of the distance:  this is what the Leeds & Liverpool Canal does, and it’s 127¼ miles long with two tunnels.  The alternative was to save mileage with a tunnel:  the Huddersfield Narrow Canal, highest in England at 684 feet above sea level, punches the three-mile Standedge Tunnel through the hillside;  it’s not quite twenty miles long, but it took seventeen years to complete.  The Rochdale Canal, 33 miles long, has no tunnel, was finished in ten years, and was bedevilled by water-supply problems.

There was a major argument when the Leeds & Liverpool Canal was under construction about whether it would be cheaper to tunnel at Foulridge, or to carry the canal higher and increase the mileage further.  The engineer, Robert Whitworth, airily declared that building Foulridge Tunnel would be “a small affair…compared with what has been done in other canals”.

In fact, it took five years, 1791-6.  It proved a liability when the lining failed in 1824 and again in 1843, and there were such difficulties in between those dates that the canal company engineer, Samuel Fletcher, estimated it would cost £23,000 to open it out as a cutting.  In the end, the tunnel was repaired, and it’s been kept in repair ever since.

The main problem on the Leeds & Liverpool is and remains, ironically, water supply:  for much of the nineteenth century the company kept building additional reservoirs, the last in 1893.  As recently as 2010 the upper stretch of the canal was closed for lack of water.

Hindsight is easy, of course:  it was a different matter for an eighteenth-century engineer staring at a hillside without so much as an Ordnance Survey map and deciding the best strategy.  All three canals did their job, and the Leeds & Liverpool maintained traffic against rail competition until the early twentieth century and has always remained navigable.  The other two trans-Pennine canals are once again navigable, despite decades of neglect [see The return of the Ring and Longest, highest, deepest].

Now you can walk, cycle, canoe or sail along these waterways with relative ease.

The 48-page, A4 handbook for the 2011 Waterways & Railways across the Northern Pennines tour, with text, photographs, maps 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.

Plenty of room for guests

Wentworth Woodhouse:  east front

Wentworth Woodhouse: east frontThe Sheffield Star for May 21st 2011 announces 1,500 jobs in £200m plans to open Black Diamonds stately home, the first public news that Wentworth Woodhouse, the vast Palladian mansion on the borders of Sheffield, Rotherham and Barnsley, will become accessible to the general public for the first time, possibly by 2015.

Without doubt this is one of the greatest classical Georgian houses in the British Isles – actually two houses, because the rarely seen “back front”, a baroque west wing built for the Lord Malton who became 1st Marquis of Rockingham, is overshadowed by the enormous Palladian east wing designed by Henry Flitcroft for the 2nd Marquis, who served as prime minister from in 1765-6 and again briefly in the year of his death, 1782.

Flitcroft’s façade is 606 feet long, with pavilions each the size of a small country house.  The great rooms inside include the magnificent Great Hall, decorated with fluted Ionic columns in Siena scagliola, embellished, like the wooden doorcases, with verde antico, and the Whistlejacket Room, which still houses a reproduction of Stubbs’ famous painting (c1762) of a Fitzwilliam stallion, now in the National Gallery.

This house figures in architectural, political and social history as strongly as the celebrated Stowe, which survived as the centrepiece of a public school, its landscape now maintained by the National Trust.  Arguments over the family inheritance, leasing to the county council as a teacher-training college, the malicious excavation of the park by a vindictive Minister of Power, Emmanuel Shinwell [see http://en.wikipedia.org/wiki/Emmanuel_Shinwell], and the family’s refusal to resume the liability when the college closed in 1986 have made Wentworth Woodhouse a mystery house.

The circumstances in which the family loosened and then released its grip on the place are vividly described in Catherine Bailey’s superb Black Diamonds (Viking 2007).  The house and ninety surrounding acres were sold as a private residence in 1989 to Wensley Haydon-Baillie, who went voluntarily bankrupt nine years later.  Latterly it was sold by the administrators to a retired London architect, Clifford Newbold, who at the age of 85 is setting out on a scheme to incorporate a seventy-bedroom hotel and a spa while opening the main house as a museum, in anticipation of up to 150,000 visitors.  In this scheme John Carr’s stable block, built to house a hundred horses, will become a business park.

This development represents a very welcome change of direction, after years when the house and its immediate surroundings were strictly off limits to locals and visitors.  Now, with the backing of English Heritage and Rotherham Borough Council, Mr Newbould’s scheme is the first piece of optimistic news about the house since the Fitzwilliams packed up their possessions at the start of the Second World War.

The 56-page, A4 handbook for the 2014 tour Country Houses of South Yorkshire, with text, photographs, maps, a chronology and a reading list, is available for purchase, price £7.50 including postage and packing.  It includes chapters on Aston Hall, Brodsworth Hall, Cannon Hall, Cusworth Hall, Hickleton Hall, Renishaw Hall, Wentworth Castle, Wentworth Woodhouse and Wortley Hall.  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.

Last resort in Norfolk

Former Grand Hotel, Mundesley, Norfolk

Former Grand Hotel, Mundesley, Norfolk

As you drive along the tortuous coast road through the Poppyland area of north Norfolk, after passing through Overstrand, Sidestrand and Trimingham you may notice on the horizon two large Victorian hotels looming incongruously over the landscape.

This is Mundesley, a former fishing village that was aggrandised into a resort in the mid-1890s as the railway at last penetrated to this remote corner.  The station opened as the terminus of a line from North Walsham in 1898.  In 1908 it was extended through to Cromer Beach.  Its three platforms, each six hundred feet long, were never remotely necessary.  It closed in 1964 and is now virtually obliterated.

The East Coast Estates Company was established in the 1890s by an architect with the unfortunate name of Mr Silley.  Streets were laid out on the West Cliff and given the name Cliftonville.  Two brickworks opened.  The Clarence Hotel (1891), which is now a care home, and the Grand Hotel (Herbert John Green 1897), which is apparently being converted to apartments, stare out to sea, grandiose statements of opulence and unfulfilled ambition.  The Manor Hotel, built around an earlier dwelling to a design by John Bond Pearce in 1900, remains in business – http://www.manorhotelmundesley.co.uk.

Indeed, the most successful enterprise in Mundesley was the Sanatorium, opened in 1899 with an initial capacity of twelve patients, a fine timber prefabricated building by the Norwich architects Boulton & Paul.  This became the Diana Princess of Wales Treatment Centre for Drug and Alcohol Problems in 1997 and closed in 2009:  see http://www.derelictplaces.co.uk/main/showthread.php?t=18049, which links to http://www.derelictplaces.co.uk/main/showthread.php?p=182326#post182326.

One of its early patients was the golfer Harry Vardon (1870-1937), who laid out the Mundesley Golf Club [http://www.mundesleygolfclub.com] in 1901.  He was treated for tuberculosis in the Mundesley Sanatorium in 1903-4, during which time he achieved the only hole-in-one in his entire career.

Of the holiday towns along the Norfolk coast, Mundesley really is the last resort.  Though the population of this quiet place has continued to grow through the twentieth century, the visitors were always thin on the ground.  That’s its unique selling point.  It has a beautiful beach, beach huts, a quiet village atmosphere.  It’s the ideal place for an away-from-it-all British seaside holiday.  No tat.  No razzamatazz.  The real thing.  Enjoy!

For details of Mike Higginbottom’s lectures on seaside architecture, Away from it all:  the heritage of holiday resorts, Beside the Seaside:  the architecture of British coastal resorts, Blackpool’s Seaside Heritage and Yorkshire’s Seaside Heritage, please click here.

Breakfast in style

Cliftonville Hotel, Cromer:  dining room

Cliftonville Hotel, Cromer: dining room

I’ve stayed twice at the Cliftonville Hotel, Cromer [http://www.cliftonvillehotel.co.uk], so I’ve observed the architecture at close quarters over a full English breakfast.

The dining room is an impressive example of the exuberance of the Norwich architect, George Skipper, but the archaeology of the building is odd.

According to the material I surfed in the local-studies section of Cromer Library, a local retailer, William Churchyard, built a residence designed by A F Scott in 1894 on the site of Skipper’s later extension.  This was a dignified Victorian villa which looks on the only photograph I could find quite different to the existing hotel.

Within a couple of years Churchyard had the elaborate corner building constructed by an unknown architect, and then appears to have demolished the house and replaced it by Skipper’s elaborate wing of 1898, which includes a grand staircase, a ballroom and an elegant dining room with a minstrel’s gallery.  Why would someone knock down a four-year-old house to extend a hotel over the site?

I could find no clear indication of a domestic structure lurking within the shell of Skipper’s 1898 work.  The rooms and floor-levels are entirely logical for a hotel, and I couldn’t discern any odd changes of level or oddly positioned doors and windows.

The spaces are impressive and the surroundings – marble fireplaces, dark woodwork and stained glass – add to the enjoyment of staying there.  And the owners have taken care to preserve the electric-bell boards and the instructions for operating the original lift.

I’m still wondering if the history of the building is even more interesting than it looks.

For details of Mike Higginbottom’s lectures on seaside architecture, Away from it all:  the heritage of holiday resorts, Beside the Seaside:  the architecture of British coastal resorts, Blackpool’s Seaside Heritage and Yorkshire’s Seaside Heritage, please click here.

O, brave new world

Woodhead station and tunnel, Derbyshire (1975)

Woodhead station and tunnel, Derbyshire (1975)

I was born in 1947, and so grew up in a particularly special transition period in British history.

As part of the post-war recovery, many aspects of 1930s life simply continued in the late forties and fifties:  factories and coal-mines churned out their products;  people shopped at Woolworth’s and Burton’s and collected their “divvy” at the Co-op;  cinemas had one screen each and a queue outside twice nightly if not more;  British cars were built with British badges;  British Railways ran trains just about everywhere and served curly sandwiches in buffets with crockery and silverware;  radio announcers talked in clipped accents.

And yet, on the horizon a brave new world could be glimpsed – supermarkets, motorways, television, high-rise buildings, nuclear energy.  It was a moment when so much was about to disappear, and so much that was new was understood dimly and with optimism.

It came back to life for me when I was browsing through the British Pathé website and came across a clip of the opening of the electric railway from Sheffield to Manchester through the new Woodhead Tunnel:  http://www.britishpathe.com/record.php?id=62457.  This was the brief moment when post-war British railways seemed to have a future that was directly connected with their Victorian origins.

The original Woodhead tunnels were a saga of Victorian engineering, notorious for appalling working conditions and the contractors’ bloody-minded exploitation of their workers, vividly described in Terry Coleman’s 1968 book, The Railway Navvies, now long out of print.  54 workers lost their lives, and many more were injured.

The gradients were a nightmare:  up to five steam locomotives were needed to shift a single coal train up the 1 in 201 inclines.  Electrifying the route required a completely new Woodhead tunnel, which opened in 1953.  This project had started before the Second World War, using 1,500-volt DC traction, which was incompatible with the post-war standard 25KV AC system.

Once the new trains were running, the two original single-track tunnels, Woodhead 1 and 2, were handed over to the Central Electricity Generating Board to carry a 400KV power-cable underground, rather than disfigure the landscape with pylons.

The Manchester-Sheffield-Wath electrification, as it was called, closed in 1981.  The 1953 tunnel, Woodhead 3, figured in schemes, most of them barely practical, to carry the M67 motorway across Woodhead:  see http://pathetic.org.uk/unbuilt/m67_manchester_to_sheffield_motorway/maps/Woodhead%20East.shtml.

In recent years National Grid PLC has expressed increasing concern about the deteriorating condition of Woodhead 1 and 2, and lobbied to be allowed to move the power line into Woodhead 3.  This precludes the restoration of the rail route for the foreseeable future, and has attracted considerable opposition:  http://www.bettertransport.org.uk/save_the_woodhead_tunnel.

No doubt, the arguments will continue to roll back and forth about whether a tunnel, constructed to carry electric trains “under the hill”, as the railwaymen called it, should carry cars or a power line – or trains.

The brave new world of 1953 was remarkably quickly shunted into a siding and scrapped.

The Flute

Monsal Dale Viaduct & Headstones Tunnel, Derbyshire (1970)

Monsal Dale Viaduct & Headstones Tunnel, Derbyshire (1970)

My friend Richard is a serious walker.  He doesn’t think twice about twenty-five miles in a day, and goes walking with people who’ll tackle the West Highland Way (94 miles) carrying their own rucksacks.

So a walk along the Derbyshire Monsal Trail [see Changing trains in the middle of nowhere: Miller’s Dale Station] counts as a gentle stroll.  This is the former railway line between Derby and Manchester that has so many tunnels the railwaymen called it “the flute”.

Richard told me that as he walked across Monsal Dale Viaduct on a hot day in a T-shirt recently he was suddenly confronted with a blast of cold air.

This turned out to be the draught from Headstones Tunnel, which for years has been bricked up with a locked steel door for inspection parties.  Now the tunnel mouth is open again, and work proceeds to make it accessible to walkers, complete with lighting.

This welcome development is flagged on the Peak District National Park website:  http://www.peakdistrict.gov.uk/index/visiting/cycle.htm.

One might ask, what happened to the proposal to reinstate the railway line from Matlock to Buxton, which at present stops at the PeakRail terminus at Rowsley [see Rails across the Peak].  The most probable answer is not that there’s a bridge missing across the A6 road at Rowsley, but that there’s a problem a little further west.

UPDATE:  Richard told me (riding through another railway tunnel on a train, on our way to a Friday night at Anoki [see Cosy Curry]) that the Monsal Trail tunnels are now open:  http://www.peakdistrict.gov.uk/index/news/news-display-page.htm?id=24902.