October 24th, 2013
Preston Bus Station has been listed, but this doesn’t mean that it’s future is secure and that we can forget about it. Great care needs to be taken when considering its future. The building could still be demolished if the council finds the right buyer for the site and can convince the government that it is in the best interests of the city for the area to be free of all existing structures and other impediments. Attention must also be paid to any remodelling of the building; the city needs a thoughtful, contextual response rather than an overpowering and gratuitously flamboyant solution.
In recognition of both the listing and popularity of the building, there will be a procession on November 2nd. The Bus Station had proved to be well thought of and important to the residents of Preston, and this is a chance to demonstrate the collective desire for a well-designed and viable future for the building.
Continuity in Architecture in collaboration with Gate 81 will make a contribution to the procession, and as with all of the activities so far, the focus is upon the celebration, recognition and acclaim, rather than aggressive and antagonistically making demands and ultimatums. Our involvement is a huge model of the building; this will be carried in sections through the streets with the intention of creating recognition and delight.
So, we will meet outside the Corn Exchange at the bottom of Lune Street at 11am on the 2nd November, this will allow us to congregate before processing along Friargate to the Flag Market at 12 Noon. Please join us.
September 23rd, 2013
It is with great delight the Continuity in Architecture can confirm that Preston Bus Station has been granted Grade 2 listed status. CiA have, with Gate 81, actively supported the campaign to enjoy the building, and we hope that this will mean that we can take delight in it for many years to come.
Don’t forget the planned procession to celebrate the Bus station, which will parade through the City Centre on November 2nd.
Here is an extract from the English Heritage notice about the listing:
“English Heritage is very pleased that the Heritage Minister has agreed with its advice to list Preston Central Bus Station and Car Park at Grade II. A dramatic building which combines innovation with architectural panache, the Bus Station fully deserves this marker of special recognition.
With an unusual blend of New Brutalist architecture mellowed by the curves of the roof and the sweeping ranks of the car park, this ‘megastructure’ was designed to recreate a sense of the monumental within the British town scene: it is a landmark in the innovation of transport-related buildings as well as a landmark of Preston.
Preston Bus Station is truly remarkable; the boldness of vision, the ingenuity of the design, the attention to detail and the aesthetic impact mark it out from the vast numbers of public buildings built since the Second World War.
July 3rd, 2013
“Preston has a picturesqueness of outline and a suggestion of spaciousness from a distance which distinguish it from most Lancashire cotton towns.”1
The Twenty-First Century city is a combination of two different ideas; the traditional city of streets and squares, and the modern city of isolated elements surrounded by parkland. The traditional city is really composed of spaces, which are lined with buildings. So, for example, the primary street within an urban environment is a long thin space through which people travel, which is bounded by structures that face onto this space. The shapes of the buildings are somewhat deformed to accommodate the pure nature of the street, and thus it is the space which is the predominate element of the composition. The city-in-the-park is the opposite; isolated buildings set with open land, thus emphasising the building rather than the space, which just surrounds the structures in an ill-defined manner.
Preston, a small provincial city in the north west of England is no exception; it has evolved into this awkward mixture of the traditional and the modern. Neither situation really responds or compliments the other, and so the city has grown into a collection of individual structures and spaces.
Preston is well positioned on a ridge above the flood-planes of the River Ribble. This line or edge, known as Fishergate, is part of pre-Roman route which crossed the country, and intersects at the Flag Market square, with a north-south track, Friargate, which was formed by its connection with the lowest crossing point of the Ribble. The Minster marks the eastern end of the city centre, while the train station is positioned at the western point and Fishergate is stretched between them. Close to the Minster are the open Flag Market, the Harris Art Gallery, the Victorian cast-iron covered markets and the Town Hall. These civic elements are testament to the wealth of the city.
In some respects it is a typical industrial city, the eighteenth and nineteenth centuries brought massive expansion, and by 1867 it possessed seventy factories. This rapid development destroyed many of the mediaeval structures, but the pattern of the city centre, to the most part, was retained. Indeed, many of the small streets or weinds to the south of Fishergate reflect the pre-industrial routes and field patterns.
The “marvellously brutal”2 Bus Station was constructed to the north-east of the Town-hall and the markets. The area was at the time densely occupied with mills and terraced houses. The building is situated a couple of blocks from the Townhall, but is very simply parallel to it and therefore to Friargate. It is placed within an open expanse or concourse, which was designed to allow the buses to flow freely around the building. Pedestrians were separated from the traffic with distinct unground routes. It is an enormous and elegant 171 meters long (560ft, it is, after all, a pre-decimalisation building), and can quite fairly be described as a landmark, and therefore an important element within the collective memory of the city. When constructed it paid little heed to pattern of pattern of the place, but has become a well-loved element within the bricolage of Preston. “Some ideal forms can exist as fragments, “collaged” into an empirical environment…”3
It is obvious that its position within the city doesn’t work. The Bus Station is essentially cut-off from the centre by the Guild Hall, the St. John’s Shopping centre and the concourse itself. The relationship with Church Street is lamentable, in fact, this area of the city, which was once thriving and profitable, has become, in places, derelict. The ring road has exacerbated the problems; effectively cutting the north of the city from the centre, and thus the land to the east, beyond the Bus Station, is almost inaccessible. This is not something new, it was actually foreseen by Derek Linstrum in his mostly ecstatic 1969 review of the building: …“the failure to estimate the building’s potential as an important addition to the town’s social life.”4
Gate 81 is a series of projects that intends to raise the profile of the building, and therefore increase the chance of saving it from the intended demolition. The latest project was a one-day charrette hosted by BDP Architects, ironically the architects of the original building and the now-abandoned Tithebarn shopping centre that was intended to replace the building. Academics, and students from the schools of architecture in Manchester, Liverpool and Central Lancashire, as well as professional architects and designers attended the charrette. BDP’s chairman David Cash, who quite romantically remembered the time that BDP was still in Preston and the legacy of the George Grenfell-Baines, launched the event. Kevin Rhowbotham delivered the key-note talk, well, call-to-arms. He invoked the memory of Collage City and pressed us all to consider the dialectical opposition of the Object and the Field, and how each can distinguish the other.
Five groups were created, each contained a mixture of professionals and students, and each approached the problem of how to revitalise this area of the city of Preston in a distinct and individual way. However, what linked all of the proposals was the appreciation that the project is much larger than just the remodelling of the Bus Station; it is an Urban Regeneration problem. All of the proposals considered the link between the city centre and the building, the hinterland to the east and relationships that exist between the key elements of the urban environment.
“As in a cubist painting, where the organisational geometries do not reside in the objects themselves, the possibilities of combining various buildings within a system of order which attributes to each piece a bit of the organisation becomes almost infinite.”5
Group 1: Undivided
Preston Bus Station is shelter-like structure elevated upon strong concrete legs; this evokes comparisons with the cast-iron covered markets. This group proposed to raze the low quality structures directly next to the Bus Station concourse and thus create physical connections between all of the “roofs with legs”. The resultant public space or garden could support communal activities and also encourage public movement through the now open structure of the Bus Station, into the more formal area of distribution between the building and the Ring Road
Group 2: The Urban Arboretum Project
Preston’s Indoor Market is situated within a dark and somewhat isolated building, squashed beneath a carpark next to the Ringroad. This group considered the Bus Station as a perfect venue for the new market; it would be easily accessible and very easy to support. The areas behind the building could accommodate allotments and market gardens, while the concourse could hold performances and other communal activities. The top floor of the building also offers opportunities for growing stuff. The element of time and evolution was an important aspect of this project.
Group 3: 50 - 50 Group
This group considered the possibility of creating a direct link between the city’s cultural buildings and the Bus Station. By removing the substandard structures next to the concourse, a vista or connection could be established. This combined with moving all of the bus movement to the rear or east side of the building would create a collection of public spaces that could naturally evolve from temporary to permanent use over the course of a couple of decades.
Group 4: Going Underground
People need a reason to visit a place and therefore this group asked what Preston City Centre was missing. It is widely acknowledged that most casual city-centre shoppers follow a distinct circular route around the shops. If this circuit included a substantial flagship department store to the east of the Bus Station, that is the non-city centre side, then shoppers would be actively dragged through the building en-route. This would act to invigorate the building and any activities would naturally evolve within it.
Group 5: Artefact Park
Preston Bus Station is dramatic symbol of the city. When seen from the ring road it appears as a substantial and protective wall. This group considered the effect that extending the building would have upon the urban environment. To the north, it would recreate the connections that have been lost by the intrusion of dual carriageway, and to the south, relationships could be re-established with Church Street. The area of land to the east, beyond the massive wall could be considered as a garden of lost memorabilia.
1, Derek Linstrum, AJ 6th May 1970. 2, Clare Hartwell and Nikolaus Pevsner, Lancashire North. 3, Thomas Schumacher, Urban Ideals and Deformations. 4, Derek Linstrum, AJ 6th May 1970. 5, Colin Rowe and Fred Koetter, Collage City
December 16th, 2012
November 8th, 2010
A flying visit to St Wilfrid’s RC Church in Hulme, Manchester designed by A.W.N. Pugin.
Pevsner writes: By Pugin, 1842, and memorable as a very early case of the archeologically convincing church … The exterior of the church is red brick, with lancet windows. It all had to be done cheaply - Pugin’s bane. But he allowed himself the touch of archeological fun of laying his bricks English bond, not Flemish like the hated Georgians.
The church was subsumed in the redevelopment of the 1970s and lost its relationship with low-rise terraced streets. The New Hulme has reinstated something of the original scale of the surrounding buildings.
The building was deconsecrated in the early ‘nineties and converted for use as workshop and business start-up units. The nave has been filled with a utilitarian free-standing structure - in theory the insertion can be removed and the single axial space would be revealed. The chancel and high-altar house a cafe.
Millions have been spent on the adjacent award-winning park and bridges but the exterior of this pre-existing monument continues to deteriorate and repair is probably beyond the resources of the present occupiers.
English Heritage inspectors continue to visit the Grade ll-listed building and are, in general, pleased that the building is heated and used.
February 5th, 2010
August 3rd, 2009
Preston Bus Station is one of those modernist structures that condemned the pedestrian to the bridge or subway giving the surrounding ground plane or ‘apron’ to vehicles i.e. buses. The people of Preston are characterised by their disdain for motorised traffic and inevitably a number of people have been killed in the past forty years crossing the apron as buses reversed out of one of the eighty (yes eighty!) bus stands. The building has been neglected and unsecured throughout it’s existence and the bus drivers have resorted to improvisation in dealing with various antisocial problems. It is a routine procedure to position a double-decker bus to break the fall of a determined jumper (or attention seeker, see picture below).
Suddenly a revolution. For some unknown reason (perhaps prompted by threats under safety or DDA legislation?) the council have installed substantial, simple and useful temporary crossing points allowing pedestrians an easy route from the bus to the markets. Buses stop at zebra crossings, families amble across in the summer sunshine.
The alterations bode well for the continued survival of the building, due for demolition to make way for the always delayed Tithebarn town centre redevelopment (our Liverpool One). Listing has been refused once by EH but I believe the C20 Society are trying again. The temporary interventions, introducing discipline and civility to the environs of the building provide a simple vision of the ground plane reclaimed and the possibility of a rethinking of the building based on it’s relationship to public space.
May 31st, 2009
4. Block 23 from Block 22: Picturesque brutalism, a city in the sky. Twenty floors up ivy grows and pigeon loft has been built. (Novi Beograd: Architects: Jankovic, Karadzic, Stjepanovic, 1975).
5. Weightlifter: Meaty Doric column on Belgrade Post Office.
6. Key Target: One of many elegant metal doors from Twentieth century Belgrade.
May 18th, 2009
Some sights from a recent trip to Belgrade (Beograd):
1. Bill Clinton and Urban Design: Nikola Dobrovic, Architect, 1963, Ministry of Defence, Belgrade, in two parts, whose stepped forms matched each other across a major street, forming an image of a particular steep valley where Yugoslav partisans scored an important victory in WWII. Bombed, both halves, very accurately 1999. Many in Belgrade want the ruins preserved. A fine building, oddly moving in its present state.
2. Ashes of Nikola Tesla: In a sphere on a column, like Emperor Augustus. Nikola Tesla Museum, Belgrade.
3. New Orthodox: From the Milosevic era, a new concrete Orthodox church, which can be seen from all over Belgrade, in progress. Outside a blue pinnacle and marble dressings are ready to be put in place.
April 30th, 2009
The landscape of urban desolation which New Islington still remains as we plumb the depths of the recession has been recently complemented by the unveiling of Will Alsop’s long awaited CHIPS apartment building. Uncannily similar to the computer simulation produced as part of the marketing campaign, the project constitutes one of the fingers of Alsop’s 2002 masterplan for the Urban Splash development in East Manchester. The brightly-coloured reveals, the super-graphics and the waterside location will perhaps distract the architectural tourist from the brittle quality of the building’s construction. The bus stops are in place to ferry residents, but seven years after inception one would still have to be a very optimistic pioneer to invest your hard-won mortgage in this key example of contemporary urban anomie.
In an attempt to ameliorate an existing, historic and celebrated example of urban anomie (that’s enough anomie, Ed.) Urban Splash are also involved in Park Hill in Sheffield. A documentary about English Heritage’s role in the structure’s conservation will be screened on May 1 at 9.00pm on BBC2. Mayday! Mayday!
March 23rd, 2009
It is St Walburge’s Beer Festival time again. This is your opportunity to sample the ales of Britain alongside one of the country’s great buildings: Joseph Hansom’s St Walburge’s RC Church, Preston. We’ll be there Thursday night, Friday night and Saturday afternoon.
Beer Festival: 26-27-28 March 2009. Details/Location
Eamonn Canniffe of Manchester School of Architecture and Neil Stevenson of Sheffield Hallam School of Architecture, drinking under hammerbeams…
March 23rd, 2009
The provincial insecurities which plague issues of urban design in Manchester surface again with these two proposals for familiar landmarks. The austere sublimity which might be thought to characterise the best of Manchester’s civic and industrial architecture had no need to soften its impact. It was robust, not to say blunt and thought the citizens could respect that self confidence, indeed have a sneeking regard for it and react accordingly.
Perhaps it’s the imminent arrival of attention-deficient media-types at MediaCity which has suggested that the deliberately unsettling air shard on Daniel Libeskind’s Imperial War Museum - North needs a shower of cherry blossom in the foreground, or the stunning and unique Library Walk between Vincent Harris’s Central Library and Town Hall Extension requires a glass canopy? We might assume that the economic downturn will dispose of these naff proposals but perhaps it is time for the Vincent Harris Vigilantes to engage in an ‘historic compromise’ with the Daniel Libeskind Vigilantes?
More on Vincent Harris’s masterpiece