Bridge over trouble waters

Chain Bridge, Berwyn, Llangollen, Wales
Chainbridge Hotel, Berwyn, Llangollen, Wales

Take the steam or heritage diesel train out of Llangollen, and get off at the first stop, Berwyn. Leave the station at the Llangollen end of the platform and dive down a steep path to an attractive suspension footbridge called the Chain Bridge, which was out of use from 1984 until it was restored by Llangollen Town Council and Llantysilio Community Council in 2015. 

The original bridge, to a different design, was built by a mine-owner, Exuperious Pickering, to connect with the Llangollen Canal and the Holyhead Road in 1814.  This was replaced in 1870, shortly after the railway opened, by Sir Henry Robinson, owner of the Brymbo Steel Works:  this second bridge was destroyed in a flood in 1928 and replaced by the present strengthened structure the following year.

Alongside is the Chainbridge Hotel, one of my favourite retreats, for its setting, its excellent hospitality and – most of all – its outstandingly professional and friendly staff team.  

An attractive Victorian black-and-white revival house is attached to an uncompromising sixties block of comfortable bedrooms and public rooms.  

It’s an extremely narrow, cramped building, simply because it sits between the rapids of the River Dee and the watercourse that takes water from the Horseshoe Falls to feed the Llangollen Canal.

These constraints are actually virtues.  The ground-floor dining room and bar offer close-up views of the ever-changing patterns of water on rocks.  The river-view bedrooms have balconies looking across to the railway, so that at regular intervals the  whistles and the quiet clatter of railway carriages carries across the valley.

Pick a quiet time of year, and you could be anywhere in the world, surrounded by trees and water.

It’s a wonderful place to unwind.

Ladies with minds of their own

Plas Newydd, Llangollen, Denbighshire

Plas Newydd, Llangollen, Denbighshire

Among the less likely celebrities to attend the ceremonial opening of the Pontcysyllte aqueduct in November 1805 were the Lady Eleanor Butler (1739-1829) and her companion Miss Sarah Ponsonby (1755-1832), of Plas Newydd, legends within their own lifetimes as the ‘Ladies of Llangollen’.

This famous and eccentric pair of friends were both of Irish ancestry but from contrasting backgrounds:  Lady Eleanor’s family had lost the title Marquess of Ormonde because of their Catholic faith;  Sarah Ponsonby’s family were members of the Protestant Ascendancy.

Neither woman had a particularly happy youth.  When Lady Eleanor reached the age of 39 without showing any inclination to marry, her mother tried to pack her away in a French convent.  It seems likely that Sarah Ponsonby was propositioned by a married relative, Sir William Fownes.

Despite a sixteen-year gap in their respective ages, the two formed an intense friendship and resolved to elope.  Though at first they were brought back to their respective families, the ructions were such that they were eventually allowed to leave together, with an uncertain income of £300, and after touring Wales and the Marches for nearly two years they settled in Llangollen where they rented a cottage that they renamed Plas Newydd (‘New Hall’).

Tended by a housekeeper, Mary Caryll, they took up a life of deliberate seclusion which was interrupted at regular intervals by such illuminati as the poet Anna Seward, Harriet Bowdler, editor of the expurgated Shakespeare, the great potter Josiah Wedgwood, the playwright Richard Brinsley Sheridan, Thomas De Quincey, author of Confessions of an Opium-Eater, and Sir Arthur Wellesley who in later life became the Duke of Wellington.

Not all visitors were made welcome – the ladies were not beyond hiding from unwanted guests – but they were partial to gifts of antique carved oak, and Plas Newydd to this day is encrusted with weird woodwork.

Even in those pre-Freudian times tongues wagged periodically, and the General Evening Post of July 24th 1790 carried an article entitled ‘Extraordinary Female Affection’ loaded with the innuendo of a modern red-top.  Harriet Bowdler, writing after their deaths in 1836, probably defined the relationship as it was lived:

True friendship is a divine and spiritual relation of minds, a union of souls, a marriage of hearts, a harmony of designs and affections, which being entered into by mutual consent, groweth up into the purest kindness and most endearing love, maintaining itself by the openest freedom, the warmest sympathy, and the closest secrecy.

Elizabeth Mavor wrote a delightful account of the Ladies’ lives, The Ladies of Llangollen:  a study in romantic friendship (Penguin 1973):  https://www.waterstones.com/book/the-ladies-of-llangollen/elizabeth-mavor/9780953956173.

Plas Newydd is a short walk out of Llangollen town centre:  it is administered by Denbighshire County Council [Plas Newydd, Llangollen | Denbighshire County Council].

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

Telford’s triumph

Pontcysyllte Aqueduct, Ellesmere Canal

Pontcysyllte Aqueduct, Ellesmere Canal

Pontcysyllte is one of the major triumphs of British canal engineering, and the most spectacular travellers’ experience on British waterways, whether you walk or sail across it.  The 1,007-foot long aqueduct carries the waters of the Ellesmere Canal 126 feet above the River Dee.

Vertigo can be a problem.  Whenever I’ve taken groups to Pontcysyllte there’s no guarantee they’ll all walk the length of the towpath, despite the protection of railing five feet high;  indeed, I know of people who only managed to sail across by lying on the floor of their boat with their eyes closed.

Industrial archaeologists argue over how to apportion credit for this magnificent structure.  The engineer of the Ellesmere Canal was William Jessop (1745-1814), well-established, busy and – it has to be admitted – not always successful in building masonry aqueducts.  At the Dee crossing, one of Jessop’s team had suggested dropping the canal down each side of the valley by flights of locks to a low-level three-arch aqueduct:  this idea amounted to throwing two lockfuls of water away for every boat that crossed.  Jessop pointed out that a smaller number of locks feeding into a taller aqueduct would save a third of construction costs, but still use up huge amounts of water.

When Thomas Telford (1757-1834) was appointed to take direct charge of constructing the canal, with Jessop as consultant, he pointed out that building an iron-trough aqueduct across the valley at the height of the canal would actually cost no more to construct and would speed up traffic by eliminating lockage without any loss of water whatsoever.

Using cast iron for this purpose was a new and virtually untried technique.  Telford took the opportunity to field-test the principle when he took over as engineer of the Shrewsbury Canal and completed the Longdon-on-Tern Aqueduct (1796), and then rehearsed it further down the Ellesmere Canal at Chirk Aqueduct (1801) before ordering the ironwork for Pontcysyllte, which was completed and opened in 1805.

Visiting Pontcysyllte is an unmissable experience, whether by boat or on foot.  From there it’s possible to walk down to Chirk Aqueduct and back within half a day, or to walk into Llangollen in an hour or so.  A more relaxing experience, starting from Llangollen Wharf, is to catch a horse-drawn trip-boat to Pontcysyllte, or a diesel boat across the aqueduct (one way, with a return journey by courtesy coach):  Llangollen Wharf – Aqueduct Trips (horsedrawnboats.co.uk).

The best experience of all, though, once every five years when the ironwork is inspected, is when the waterways engineers pull the plug in the aqueduct bed, sending the canal water cascading down to the Dee.  You have to get up early for that.

We’ll keep a welcome…

Llangollen, Denbighshire

Llangollen, Denbighshire

Whenever I stand on the fourteenth-century bridge over the River Dee in the centre of Llangollen, it feels as if Wales starts here, though the actual border is several miles to the east, beyond Wrexham and Ruabon.  It’s a particularly welcoming town, an irresistible stopping-off point on any journey into the Welsh hills.  There are lots of set-piece tourist sites, some of which will feature in subsequent articles, and plenty of opportunity for rest and recuperation in a break of journey.

July is the month of the Llangollen International Musical Eisteddfod [http://www.llangollen2010.co.uk] and the Llangollen Fringe [http://llangollenfringe.co.uk]:  these may be an attraction or a reason to avoid crowds, depending on taste.

A particularly spectacular place to eat is the Corn Mill [www.cornmill-llangollen.co.uk] built in 1786 but originally founded by the monks of Valle Crucis Abbey in the Middle Ages.  It overlooks the rapids of the River Dee and faces the station of the Llangollen Railway [www.llangollen-railway.co.uk], which offers a 7½-mile ride up the Dee Valley to a terminus at Carrog, taking just eighty minutes for a return journey.

Whenever I have time to kill in Llangollen I end up browsing in Maxine’s Cafe and Books [http://maxinescafellangollen.moonfruit.com], located in a former cinema.  Beyond the shop-front café up a succession of stairs there are endless shelves of unexpected and tempting titles that easily stretch a quick visit into a whole morning or afternoon.

Other diversions within easy reach include the Llangollen Motor Museum [http://www.llangollenmotormuseum.co.uk], the medieval Valle Crucis Abbey, now administered by Cadw [http://www.cadw.wales.gov.uk/default.asp?id=6&PlaceID=140]
and – beyond it to the north – the spectacular A542 Horseshoe Pass road, built as a turnpike in 1811.

 

Adelphi adventures

Adelphi Hotel, Liverpool

Adelphi Hotel, Liverpool

Liverpool’s Adelphi Hotel rather missed the boat when it was built before and after the First World War.

It was conceived by the Midland Railway Company as a companion to the Midland Hotel in Manchester, (designed by Charles Trubshaw, 1898-1904).

The Adelphi, built on a site that had been a hotel since 1828, was designed by Frank Atkinson, on a scale made possible because its Portland stone façades conceal a steel framework.  The two major spaces within, the Central Court and the Hypostyle Hall, provide grand interiors which lead to ancillary restaurants and meeting rooms.  A planned ballroom block beyond the Fountain Court at the east of the building was never built.

Ironically the opening of this magnificent hotel, its design and operation strongly influenced by the manager Arthur Towle’s tours of European and American hotel-practice, coincided with the shift of the major transatlantic steamship lines to Southampton.  It was the very last city-centre railway hotel to be built in Britain.

When British Transport Hotels was privatised in 1984 the Adelphi was sold to Britannia Hotels, who rescued it from a state of decay in which the top two floors had been closed off and given over to the pigeons.  Britannia’s restoration included converting the upper floors to modern bedrooms and building a rear extension to increase further the capacity to a total of 402 rooms.

Staying at the Adelphi is often an adventure.  In times gone by I ran university extramural study tours from the Adelphi.  On one occasion the maitre d’ let my group into the restaurant on the first night before I’d had a chance to register them:  it proved remarkably difficult to single out my two dozen extramural students, most of them of a certain age, from the two hundred line-dancers who were also there for the weekend.

The last time I stayed at the Adelphi was for one of Ken Roe’s inimitable Cinema Theatre Society weekends.  I’d been attracted by the opportunity to see On Golden Pond on the big screen at the Philharmonic Hall, but the entertainment highlight of the weekend was having breakfast with a gent who turned out to be an admiral.  (He was curious to know what part of the ship I’d served on, and had to be disabused of the idea I was there for a naval reunion.  On the contrary, I said, I was there to visit the bingo halls of Bootle.)

The admiral told excellent stories, including one of greeting the Queen Mother in a cloudburst, drenching her as he bowed forward, tipping out the puddle that had accumulated in his cap.  He also explained how to solve the problem of spring-cleaning the bridge of a nuclear submarine when no-one below petty-officer status is allowed in. But that’s a state secret, such as you might, if you’re lucky, hear whispered over breakfast at the Adelphi Hotel.

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

Slaughterhouse Gothic 1

Victoria Building, University of Liverpool

Victoria Building, University of Liverpool

The expression “red-brick university” stems from the great Victorian Liverpool-born Quaker architect, Alfred Waterhouse (1830-1905), and his love for terra-cotta, glazed moulded brick, with which it is possible to contrive elaborate effects without the great expense of masons and masonry.

The term was actually coined by Liverpool University’s Professor of Hispanic Studies, Edgar Allison Peers (1891-1952) in his polemic, Red Brick University, published under the pseudonym Bruce Truscot in 1943.

Waterhouse is responsible for, among much else, Manchester Town Hall, the Refuge Assurance Building in Manchester that is now the Principal Hotel, the Natural History Museum, South Kensington and a series of unmistakable office-buildings for the Prudential Assurance Company.  His predilection for terra-cotta led his architectural contemporaries sarcastically to label his work “slaughterhouse Gothic”.

His influence on the competition for the Victoria Law Courts, Birmingham, which were eventually built by Aston Webb & Ingress Bell, undoubtedly encouraged Birmingham to become “terracotta city” in the Edwardian period.

In his native Liverpool, Waterhouse built (in stone) the former North Western Hotel in front of Lime Street Station, and the iconic Victoria Building of Liverpool University (1892).  This was conceived as part of an 1880s federation of University College, Liverpool, Owens College in Manchester and the Yorkshire College in Leeds, which split up when first Liverpool and then Leeds gained independent university status in 1903 and 1904.

Many of the architectural interesting parts of the Victoria Building are now open to the public as the Victoria Gallery & Museum, and the interior is an eye-opening.  Rather than the lavatorial reds that one might expect, Waterhouse used an interesting palette of buff and pale green faience.  Staircases weave through the building, supplemented by an ingeniously inserted modern lift.  The Tate Hall, formerly the library funded by the great sugar baron, has a spectacular timber roof.

It’s well worth a visit.  Admission is free.  The displays feature aspects of the University’s work since its foundation in 1887.  And it’s a welcome addition to Liverpool’s superb range of places to have morning coffee or afternoon tea. See http://www.liv.ac.uk/vgm.

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.

Watching the boats go by

Museum of Liverpool & Mersey Ferry terminal, Pier Head, Liverpool

Museum of Liverpool & Mersey Ferry terminal, Pier Head, Liverpool

Pier Head is the starting-point for the “ferry across the Mersey” and was, in times gone by, the terminus for most Liverpool trams, which gyrated round a series of loops like a Hornby train-set, and latterly for the bus services that replaced them.

The area was, until the late nineteenth century, St George’s Dock, which was filled in to provide a transport interchange between the trams and the ferries, and to provide sites for three statement buildings that asserted Liverpool’s grandeur to river passengers.

It became an often bleak plaza, across which ferry passengers tramped to a functional ferry building, above which was a Chinese restaurant, the Shanghai Palace, with quite the best views of ships and ferries moving about the river, overshadowed on the landward side by the bulk of the “Three Graces”, from north to south the Royal Liver Building (1908-10), the Cunard Building (1913-20) and the Mersey Docks & Harbour Board Offices (1903-7).

In January 2006 the floating pier of the ferry terminal ignominiously sank:  http://www.bbc.co.uk/liverpool/content/articles/2006/03/03/landingstage_feature.shtml.

Now, in the wake of the Capital of Culture excitements, Pier Head has been transformed.

The ferry building has been replaced by a very grand, modern structure with a display-area, a shop of Beatles memorabilia and an oriental restaurant.  Designed by the Belfast-based Hamilton Architects, it has divided opinion [http://www.architectsjournal.co.uk/beauty-or-beast-new-liverpool-pier-head-ferry-terminal/5204487.article, http://icliverpool.icnetwork.co.uk/0100news/gallery/landingstage] and received the unequivocal accolade of the Carbuncle Cup 2009 [http://www.liverpoolecho.co.uk/liverpool-news/local-news/2009/08/28/10-5m-liverpool-ferry-terminal-named-the-uk-s-worst-new-building-by-architects-magazine-100252-24551575].

At the southern end, at Mann Island, once a notoriously rough area of taverns between two further now-vanished docks, Manchester Dock and Chester Basin, stands the new Museum of Liverpool, designed by the Danish practice 3XN and the Manchester architects AEW and due to open in early 2011.  [For descriptions and discussion see http://www.architectsjournal.co.uk/news/museum-of-liverpool-by-3xn-and-aew-architects/1994293.article and http://www.building.co.uk/a-lens-on-3xn%E2%80%99s-new-museum-of-liverpool/3125091.article (both of which require registration).]

The most startling innovation of all is the Leeds & Liverpool Canal Link, which gives narrow boats access to the Albert Dock for the first time.  Originally, the canal terminated at Stanley Dock in the midst of the north docks:  this link, running in a cutting in front of the Three Graces and tunnelling under the new Museum, is illustrated at http://www.penninewaterways.co.uk/ll/ll85.htm.

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

Australia explored

Monument to Robert O'Hara Burke & William John Wills (d 1861), explorers of the Australian Outback,  General Cemetery, Melbourne, Australia

Monument to Robert O’Hara Burke & William John Wills (d 1861), explorers of the Australian Outback, General Cemetery, Melbourne, Australia

As I flew out of Australia, wishing there were such things as child-free planes, I started to read Manning Clark’s A Short History of Australia (1963;  Penguin 2006), which for its periodic sentences, its allusions to the Bible and the Book of Common Prayer and its finely poised irony deserves the epithet “magisterial”.

By reading the historical context I’m slowly beginning to understand a little of what I’ve seen.  I begin to see how each of the states came to adopt its own attitude to the others, how development was bedevilled by inter-state disagreements, from differing railway gauges up to the vehement present-day disputes about water distribution, how the different “interests” of the emerging nation – colonialists, convicts, settlers, squatters, Protestants and Catholics – set up a network of snobberies that governed politics for generations, how the utter inability to reach out to the Aborigines and the effects of the explicit early twentieth-century policy of “White Australia” are still not fully resolved.

I can’t presume to make judgements about any of these matters, but as I become aware of them I see how fascinating this great nation has been and is.

Almost without exception the Australians I met were charming, open, keen to share the delights of their country.  I talked to a man in a coffee shop who came from Dundee, was demobbed from the British Army in Malaya, came to Australia for a couple of years and stayed:  he’d travelled from Brisbane to a sports event in Melbourne on his pensioner’s entitlement of four free rail-tickets a year, and was looking forward to a cruise from Fremantle to Plymouth, England, which he said would take the Biblical forty days and forty nights.

Post-1960s multiculturalism now means that people of any ethnicity may be in fact Australian.  An African taxi-driver compared at length the land-use in Western Australia with Kenya and Uganda and the resultant effect on lifestyles.  An Indian lady in a lift described the weather as “muggy”, and when I remarked that was an English expression said her grandparents were indeed English.  Oriental hotel receptionists greet you with “G’day”.

Over my three weeks’ travel I’ve come to associate the Australian accent with honesty, cheerfulness and an interest in other people.  In my experience, it goes with unabashed eye-contact, straightforwardness and a desire to please.  To me it’s inimitable:  at least, I can’t work out how to change a simple syllable like “No” into “Niye”.

I can’t wait to come back.

 

Exploring Australia 15: Sydney Opera House

Opera House, Sydney

Opera House, Sydney

The one building in Sydney that can’t be missed is, of course, the Opera House, the youngest of all World Heritage Sites and a world-class icon.  The whole building is a magnificent piece of sculpture, and it houses two astonishing auditoria.  It provides Sydney with a cultural feast all the year round:  on the day I visited I would cheerfully have booked for three of the five productions on offer.  Sydney people tell me that it has a curious quality of drawing people in to performances, and then releasing them at the interval into the stunning setting of the harbour in a way that no other theatre or concert hall in the world can possibly do.

Its story is remarkable.  Planned by the conductor Eugene Goossens, on a location that had previously been of all things a tram-depot, the architectural competition was controversially won by the Danish architect, Jørn Utzon, whose sketchy but inspired design was pulled out of the reject pile by a Finnish judge who recognised its potential.  The penalty of choosing an inspired design based on imprecise drawings was that work started on the foundations before anyone had any idea how to build the superstructure.  Even the great engineer, Ove Arup, eventually despaired, until Jørn Utzon spotted a simple way to conceive and construct the unique geometry of the shapes which people generally refer to as “sails”, though to me they look more like shells.  By the time the exterior was completed far behind schedule, with no final specification for the interior and a monumental budget over-run, the New South Wales government lost patience with Jørn Utzon, who resigned.

Once the Opera House was opened in 1973 it was quickly recognised as one of the great, arguably the greatest of modernist buildings of the twentieth century.  At the end of his life, showered with honours, Jørn Utzon was re-employed to update his building, which is today overseen by his son, Jan Utzon.  Jørn Utzon never set foot in Sydney after his resignation, and never saw the completed building except in images.

For all these reasons, and the sheer pleasure of the place, anyone who loves buildings, theatre, music and art really must see the Opera House if they’re in Sydney.

That said, I was disappointed by the building tour I went on.  My heart sinks when a guide hands out headsets:  I know that I’m going to be subjected to ambient noise, the sound of doors being unlocked, mutterings and individual, irrelevant conversations.  This particular guide had a habit also of switching off her microphone (to give her voice a rest, she said) and then walking off talking.  She also took us into an undistinguished auditorium, carved out of the basement, to spend a long time asking each of us where we were from:  I could see no purpose to this gratuitous exercise, except that it saved her telling us about the Opera House.  When she asked for questions, someone asked when it was built:  she replied that she’d tell us later, when we’d seen the video.  Later I overheard, through my headset, someone ask her if there was a basic factsheet:  no, she said, but there’s a book you can buy in the bookshop for A$20 [about £12.50].

The videos were peculiar.  The footage was excellent and the commentary informative.  I simply couldn’t understand why, in a world-class venue with six auditoria and lavish conference facilities, we had to view the first film on a plasma screen while sitting on a flight of stairs, the second projected on to the bare sculptural concrete that the footage described (an interesting art concept but not flattering to the images), and the last two in a bar-area where most of us had to stand.  It felt arbitrary and unwelcoming.

We had the privilege, which alone was worth the price of the tour, of stepping inside both major auditoria, in one of which a lighting check for a touring production was taking place.  Both spaces are unforgettable.  The great shell-shapes (for so I can’t help seeing them) provide acoustically efficient, visually spectacular, remarkably intimate spaces in which respectively 2,678 and 1,507 people can watch and listen to the greatest drama and music the world can offer.

Having travelled across the globe to see this place, I felt offended that the tour I was offered did such poor justice to the building and its story.  I appreciate the practical difficulties of herding groups of 30-40 people round a working building (and while I ate lunch on the terrace afterwards I watched at least four other groups set off in succession on the same hike within less than an hour).  I don’t see why it’s beyond the wit of the Opera House management to offer a clear exposition of the building, its layout, its chronology and its excitement to an audience which includes everyone from casual tourists to knowledgeable students.  After all, Jørn Utzon and Ove Arup eventually found a way to build the place.  Managing guided tours of it should surely be on this side of what Jørn Utzon called “the edge of possibility”.

Exploring Australia 14: Sydney 2

Harbour Bridge from The Rocks, Sydney

Harbour Bridge from The Rocks, Sydney

The following day I started my exploration at the magnificent Sydney Central station.  Sydney has varied transport opportunities, most of which I didn’t use:  the rail-system appears to be comparable with services out of London Waterloo or Victoria, running double-deck carriages that were developed to avoid lengthening station platforms; there is a single LRT tram route which trundles through the station forecourt and disappears off the top-left-hand corner of the street map;  there is even a monorail, similar to the one I remember in Butlin’s Camp, Skegness, in the 1960s.  There is also the waterborne alternative of the Sydney Ferries, crossing the harbour to outlying districts.

I used the open-top sightseeing tour operated by the same company that runs the tours in London, Edinburgh, Bath and Stratford-upon-Avon (and Malaga, Marrakech and Tallinin for that matter) www.city-sightseeing.com.  As might be expected, their tour is comprehensive and the commentary informative.  The open top deck is, of course, a major advantage for photography.  The disadvantage is that the bus exhaust is at upper-deck level, and having wondered about the black discolouring of the seat cushions when I sat right at the back I found after a while that my eyes stung so much I had to sit downstairs.

There is a competing tour company which runs single-deck coaches on a longer route including crossing and recrossing the Harbour Bridge:  in this case, the opportunities for photography are relatively limited by the roof.

The major snag about either tour is that they run only one way:  I did the entire open-top circuit to get my bearings, and then wasted considerable time riding round to get to places that I later realised were within walking distance.  For speed I could, if I’d had presence of mind and read the map carefully, have got around more quickly on the inner-city free circular bus, route 555.  The result was that in the time available I saw a little of a great deal, and my quality experiences were rationed.

One of these was the Queen Victoria Building [http://www.qvb.com.au/About-QVB], an extremely grand former produce market that after many years of neglect is now a lively shopping centre.  The story goes that its demolition was stalled because of trade-union objections to the vandalism of destroying such a magnificent part of Sydney’s heritage.  It fills an entire block but is actually quite narrow:  on the central axis are two entrances with swooping staircases which give close-up views of stained-glass windows that run through two storeys.  It reminded me a little of the Midland Grand Hotel at London St Pancras.

I dawdled productively at the Powerhouse Museum [http://www.powerhousemuseum.com] built, like the Kelham Island Industrial Museum in Sheffield, into the former tramway power station.  The original industrial buildings, with overhead cranes and other paraphernalia left in place, are huge enough to lose an entire steam-locomotive, a governor’s saloon, a signal box and the destination board from Sidney Central Station in one corner.  The place is on the scale of Tate Modern on London’s Bankside.  For me, the greatest delight in this superb museum was the Strasbourg Centennial Clock, which tells more time than you’d ever want to know, reproduces exactly the locations of the planets in the solar system, and features on the hour the Twelve Disciples receiving benediction from Christ, with the cock crowing at Peter and Satan keeping a baleful eye on Judas.

Having wasted precious time misusing the bus tour, I was privileged, after meeting some colleagues from the Australian Association of Decorative & Fine Arts Societies, for whom I’m returning to Australia to lecture next year, to be taken from the Opera House across the Botanical Gardens, by Lawrence West, a retired architect who pointed out all manner of interesting buildings on McQuarie Street and Park Street.  Of these, the highlight for me was the interior of St Mary’s Roman Catholic Cathedral, a scholarly Gothic design of 1868-1882 by William Wardell, equal in length and grandeur to many of the European originals on which it is modelled.  In comparison, the Anglican cathedral, St Andrew’s, is a more modest building of parish-church proportions on a cramped site next to the Town Hall.

I should have taken the opportunity to ride on the Sydney Monorail in 2010 or 2011.  It closed in 2013 and has been entirely demolished.  I didn’t return to Sydney until 2017.