MA A+U_Dissertation

Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

Inner-City Industrial Infrastructure as a template for Urban Regeneration

with reference to Castlefield, Mayfield and Northern Quarter in Manchester Rushama Patel

MA Architecture + Urbanism 2017-2018

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Acknowledgements I am really grateful for the opportunity to study MA Architecture + Urbanism at Manchester School of Architecture.

I express my sincere gratitude to Prof. Eamonn Canniffe and Prof. David Chandler for their guidance in shaping up this dissertation. Their knowledge and insightful comments have contributed significantly to develop research skills and critical understanding.

And of course, I would like to thank my family and friends for their support and encouragement throughout the study.

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Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

Contents Preface…………………………………………………………………………………………………………………………………………5 Introduction…………………………………………………………………………………………………………………………………6 Chapter 1 Castlefield………………………………………………………………………………………………………………………..............9 1.1. History……………………………………………………………………………………………………………………………11 1.2. Example: Regeneration of Albert Dock, Liverpool……………………………………………………………13 1.3. Process of Regeneration…………………………………………………………………………………………………16 1.4. Intervention……………………………………………………………………………………………………………………19 Chapter 2 Mayfield………………………………………………………………………………………………………………………...............23 2.1 History……………………………………………………………………………………………………………………………24 2.2 Example: Regeneration of Rail Infrastructure………………………………………………………………….26 2.3 Regeneration Framework……………………………………………………………………………………………….28 2.4 Intervention…………………………………………………………………………………………………………………..30 Chapter 3 Northern Quarter…………………………………………………………………………………………………………..............35 3.1 History……………………………………………………………………………………………………………………………36 3.2 Regeneration: Process and Intervention……………………………………………………………………..….40 Conclusion………………………………………………………………………………………………………………………………...42 List of Illustrations……………………………………………………………………………………………………………………..44 Bibliography……………………………………………………………………………………………………………………………...46

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Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

Preface

The built environment has passage of time which is progressive and irreversible. With time cities forgot their spaces or the potentiality of buildings and landscape. Some times old built fragments are abandoned, and people stop using them further. These unused fragments have created voids in urban fabric.

These abandoned structures are waiting for transformation. It is crucial to re-use these derelict void spaces in our cities. In United Kingdom there are many vacant industrial sites which are abandoned after the fall of industries. The scale of these buildings is very large compared to other urban structures of the city. Many buildings of this kind have been reused for residential use, office and commercial use. In most cases, re-using industrial buildings has turned out to be a base for economic recovery in some areas. It can also be the catalyst for other regeneration projects in the country and create a larger impact.

The city is a product of synthesis of memory. It is important for human society to preserve old things as they are associated with their memory. Wiping out parts of history in the name of urban renewal is not a key. Keeping traces of past with new is the key to urban regeneration.

Industrial regeneration projects are excellent examples to understand the process of continuity and change in our urban environment.

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Introduction In the mid-18th century the Industrial revolution began in Great Britain which marks a turning point in history of mankind. It had led to radical economic and social changes in England. The birth of industrial revolution had led to the new urban form in England. During the period of intense industrialization, the landscape of the countryside was transformed, new towns were established, and the urban morphology of existing cities was evolved. Industrial centres became even bigger, crowded with more factories and warehouses. In architectural terms, the overall effect of the industrial revolution was a transition from domestic scale buildings to large factories. Industrial buildings gave a new architectural typology as well as defined the skyline for the city.

For trading purposes, industry first settled where it had easy access to rivers and oceans. The increase in production made it necessary to create a well-organized system of transport.

Railways expanded significantly, and the new railway connections boosted coastal towns as well as previously remote and isolated provincial towns. At the same time, navigation through rivers and canals expanded the distribution network of raw materials, livestock and consumer goods. As a result, major industries benefited greatly from these new connections. The first canals were dug in Lancashire and others soon followed, connecting industrial centres with ports, coalfields and trading centres. (Pragnell, 2000) Industrial building gave a new architectural typology. Many of these were massive six or more storeys high and often embellished externally. These buildings were built as symbols of the prosperity of the company or indeed of the town. Chimneys were not simply the means of lifting smoke well above the roof tops but they became towers piercing skyline. A great deal of effort was made in developing ‘fireproof’ system of construction, using iron columns, iron beams and brick arches. “These mill buildings dominated the landscape totally, impressing by their truly sublime scale and grandeur.” (Pragnell, 2000) From 1870 to 1960, manufacturing played a key role in the development of the economy, undergirding success in other sectors of the economy and securing rising living standards in Britain. After that from 1960 UK have witnessed a relative decline of the manufacturing sector – relative to other sectors of the economy, and relative to the manufacturing sectors in other countries. Many mills, warehouse, railway stations were shut down in UK around this period. The majority of them were abandoned and not in use. There is a million of square feet of “vacant industrial” space in our cities.

Industrial revolution brought huge changes in Manchester.

By 1835 Manchester became the first and greatest industrial cities. Manchester was the most productive centre of cotton processing and world’s largest marketplace. Manchester was also known as ‘cotton-polis’ and ‘warehouse city’. This city is considered as a focus of innovation as the world’s first modern cut canal, the Bridgewater Canal, was opened in 1764 and the world’s first passenger railway station, Liverpool Road Station, opened in 1830. (Pragnell,2000) 6

Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

After the fall of industries majority of industrial spaces in Manchester were abandoned and not in use for so many years.

In this dissertation, I have studied regeneration of most important industrial sites of the city.

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Castlefield (canal and rail-based infrastructure) 2.

Mayfield (rail-based infrastructure) 3.

Northern Quarter (commercial infrastructure) Research Method The research tries to understand various guiding factors regarding regeneration of these projects. It was necessary to understand the role of each agency- city council, non-government organizations, media, developers, individuals etc. For that, various literature, newspaper articles and journal articles are studied. In the case of ongoing Mayfield regeneration public consultations events and presentations were attended.

The research tries to understand and analyse regeneration processes for all three case studies in terms of their relevance within historical context. It tries to understand the relation of old and new as well as balance between preservation and change.

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Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

chapter 1

Castlefield

figure1.1. Castlefield Rushama Patel

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figure1.2. Andrew Taylor. Manchester City Center. 8th edition,2013. Special Collection (Maps), The University of Manchester Library

figure1.3. Castlefield. Photograph: Rushama Patel

figure1.4. Bar at Castlefield. Photograph: Rushama Patel

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Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

1.1 History

Castlefield is a historically significant inner city area of Manchester.

“Castlefield reflects the development of civilization in Britain, An area of just 28 acres in central Manchester where nearly 2000 years of mankind’s progress have been condensed into a uniquely fascinating microcosm of our heritage.” (Madgin, 2010 ) Castlefield was the site of the Roman era fort of Mancunium which was established around 79 AD. In the eighteenth and nineteenth century during the British industrial revolution Castlefield was at a position of marketing and distribution centre.

Castlefield can be also considered as a focus of innovation as the world’s first modern cut canal, the Bridgewater Canal, was opened in 1764 and the world’s first passenger railway station, Liverpool Road Station, opened in 1830. As a result of these two milestones, Castlefield built up an array of industrial buildings with a landscape dominated by warehouses, canals, locks, viaducts, railway lines and good sheds, as well as social infrastructure such as houses, public houses, markets, churches and Sunday schools. Castlefield demonstrates history from Roman Ruins to Canals and beyond.

At Castlefield, most innovative engineering techniques were employed to create canals, bridges, multi arched viaducts and multi storey warehouse. The integrated industrial built fabric ensured the continued success of the Castlefield area until the fall of industries. The changing nature of industry led to the decline in popularity of canal and rail based transport. Businesses moved to other parts of the city and the area’s population decline still further. By the mid 1970s most of the railway tracks were disused and there was very little use made of the waterways. The area became characterized by derelict land and buildings, abandoned industries and declining land value. Consequently there was ‘dead space at the heart of the centre of the old industrial region’.

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figure1.5. Bancks & Co.’s Plan of Manchester and Salford. 1831. Special Collection(Maps), The University of Manchester Library

figure1.6. Map Castlefield 1896. Special Collection(Maps), The University of Manchester Library

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1.2 Example

Regeneration of Albert Dock, Liverpool

The Albert Dock is a complex of dock buildings and warehouses in Liverpool, England. It was opened in 1846. This was the first structure in Britain to be built from cast iron, brick and stone, with no structural wood. As a result, it was the first non-combustible warehouse system in the world. At the time of its construction the Albert Dock was considered a revolutionary docking system because ships were loaded and unloaded directly from/to the warehouses. Today, Albert dock is is a vital component of Liverpool’s UNESCO designated World Heritage Maritime Mercantile City and the docking complex and warehouses also comprise the largest single collection of Grade I listed buildings anywhere in the UK. In the aftermath of the war, the financial problems of the owners and the general decline of docking in the city meant that the future of the Albert Dock was uncertain.

Numerous plans were developed for the re-use of the buildings but none came to fruition and in 1972 the dock was finally closed.

Having lain derelict for nearly ten years, the redevelopment of the dock began in 1981, when the Merseyside Development Corporation was set up, with the Albert Dock being officially re-opened in 1984.

Earlier Proposals for Regeneration There were other proposals for regeneration of Albert Dock long before Merseyside Development Corporation’s plan. In the early 1970s, Ken Martin-an architect and academic proposed that the derelict and decaying Albert Dock be transformed into a campus for Liverpool Polytechnic, also incorporating a maritime museum and a pub.

Former journalist of newspaper Liverpool Echo Larry Neild said: “Ken played a key role in saving the Albert Dock from demolition long before Michael Heseltine arrived on the scene. There had been plans to tear the whole lot down, but Ken had other ideas: an ambitious plan to transform the abandoned, but historic, dock system into a campus for Liverpool Polytechnic. His dream was never fulfilled, but the delays caused by his ambitious project can be said to have saved the building, ahead of it being made a conservation area in 1976.” (Shennan, 2017) According to Ken Martin, there had been talk of demolishing it and building an ‘Aquarius City’ of towers. Our project included providing a campus for the Polytechnic –

figure1.7. Albert Dock, Liverpool. Photograph aboutbritain.com

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though not student accommodation – on the upper floors of the dock, together with a maritime museum, a pub dedicated to (Albert Dock designer) Jesse Hartley and other cultural and tourism uses. The Polytechnic was scattered across 19 sites at the time and this would have brought it together. But in the end, after a lot of toing and froing, the scheme was lost by one vote on the council. He believed that Liverpool lacked real vision in those days. He thinks that the Albert Dock is wonderful today, but a campus would have made better use of the upper floors. (Shennan, 2017) Merseyside Development Corporation’s Regeneration Plan The prime regeneration strategy was to invest in the public sector to create infrastructure within an area that could then in turn be used to attract private sector investment. One of the first priorities of the regeneration was the restoration of the dock system, which had deteriorated rapidly since the Brunswick Dock gates had been left open. Contaminated silt was removed from the dock basin, dock gates were replaced & bridges restored, whilst the dock walls were repaired.

The Merseyside Maritime Museum and Tate Liverpool were established.

In the Albert Dock regeneration project, its architecture and heritage is used as an asset. Albert Dock demonstrate innovative construction techniques and careful composition of materials. Cast iron colums, brick arches and symmetric composition of these buldings is a distintic form of industrial architecture, which needs to be preserved. Hence conservation was fundamental to this regeneration project. It shows the focus to the detail on conservation and urban design, materials, landscaping. At Liverpool, the aim was to turn a specific part of the privately owned run-down dock into a public destination with tourist elements, residential areas, shopping and commercial uses. Moreover, the regeneration of Albert Dock provided a reason for new and restored links to the city centre.

Future Regeneration Plan In April 2017, a report was commissioned by the Dock’s owners and carried out by the Heseltine Institute stating that Albert Dock needs a new vision to protect its future and also mentioning why the development is lagging behind the rest of the city. The owners have said they are “taking it on the chin” and promising changes to improve the Dock.

But as the report lays out, things have stalled and the Dock has stood still while other key city centre developments like Liverpool One and the Baltic Triangle have forged ahead. The report has picked up on a widespread concern that Albert Dock just doesn’t attract enough people from Liverpool and Merseyside. The museums, shops, restaurants and bars have all expressed a desire for more local footfall but the Dock appears to have become “the prerogative of the weekend tourists.” The overall visitor figures in 2015 was 6 m, which was a rise from 4.5 m in 2009 - but a sizeable fall from a peak of more than 9 million in 2000. As the core component of a UNESCO World Heritage Site, the Dock is underperforming quite significantly as a centre of retail and leisure activity.

“The built urban environment, therefore, does not just reflect change but rather through re-conceptualization is an active 14

Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

agent that shapes the transformation of our cities and gives history a fluidity and lucidity that allows the urban past to condition the future.� (Madgin, 2010) It is important to bring change in urban environment. Urban spaces and places are required to be reconfigured and reimagined to satisfy perceived contemporary needs. But, is it appropriate to measure the importance of regeneration only in terms of money? Albert Dock has significant history assigned to it. For example, canals, industrial architecture, space for recreational activities which creates distinguised spatial experience. It provides good urban public space in Liverpool.

This project sets a precedent to understand the regeneration of Castlefield, Manchester.

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1.3 Process of Regeneration

Castlefield changed from a lively working class industrial neighborhood to an abandoned place devoid of most of its population, a forgotten wasteland, filled with scrap-yards and derelict canals. Castlefield is the site of the Roman Fort, the first canal system in England –the Bridgewater canal and first railway system in the world. The historical prominence of the site has become the driving forced heritage tourism based regeneration.

The regeneration of Castlefield was planned as a long term development strategy based upon enhancing place-value through a series of well-judged interventions and building projects. Each project was designed to contribute positively to the greater whole.

The regeneration of Castlefield can be split into three chronological and institutional time periods.

• First, the period from 1967 to 1983 there was a concerted effort by the voluntary sector and then the County Council to improve the awareness of the area and its historic significance.

• After that, Manchester City Council (MCC) from 1984 to 1988 took charge from the voluntary sector to advance plans for the area’s regeneration.

• Finally, Central Manchester Development Corporation (CMDC) from 1998 to 1996 brought streamlined powers, fast tracked planning opportunities and further resources into the area to once again re-conceptualize the urban space to fit the local and national and agenda, and to further diversify the type and extent of the area’s regeneration.

Early Initiatives In 1979 Historic Castlefield, published as a study and proposals document, called for the development of the Castlefield area: cleaning the canals, restoration of the remains of Liverpool Road Station and utilization of the city exhibition hall.

Castlefield was designated a Conservation Area in 1979, and regeneration began. In 1979 the city council resolved to retain and repair the City Exhibition Hall, and in 1980 proposals were made for laying out the Roman Gardens and reconstructing the north gate of Roman fort. All these initiatives led to Castlefield being designated the country’s first Urban Heritage Park in 1982.

There were thus local historical societies, local and regional authorities, quasi‐autonomous non‐governmental agencies, a number of entrepreneurs and a Steering Committee involved in the regeneration of Castlefield. Each of these agencies was influenced by a changing socio‐economic and political climate and they were each working to a different remit. Furthermore, each differed in the extent of power and autonomy, their position within the institutional framework, capacity to buy/ own land and buildings, as well as their ability to source funds and it was these factors that influenced the ways in which Castlefield’s industrial landscape was re-conceptualized over three decades.

An entrenched backlash against the industrial city was summarized by Liverpool’s city planning officer in 1969 who believed ‘it is unreal to expect local interests, in an area which has suffered for many decades from chronic unemployment, to consider the preservation of a building more important than the opportunity of 40,000 jobs’.

However, paralleling the loss of jobs in manufacturing was 16

Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

a series of changes to conservation legislation designed to preserve these buildings. (Madgin, 2010) It is believed that as historic industrial buildings were often located in central urban locations or alongside canals which were becoming increasingly attractive sites for developers in the desire to reurbanise. Not surprisingly, prime urban locations often contained historic sites, many of which were listed, and so from the outset developers were challenged to find new and appropriate uses. At the same time, the redevelopment process was costly as many of the industrial structures lay redundant and in a state of decay.

There was also keen political interest regarding industrial regeneration durng this period. The Conservative government contained two major urban priorities upon assuming power in 1979. First was Margaret Thatcher’s remit to ‘do something’ about the inner cities and, second, was to control the amount of power in the remaining Labour-led local authorities. The changes to Castlefield’s landscape and the way in which this was managed epitomised this Conservative agenda. Once again Castlefield’s industrial landscape was reconceptualised to fit a new urban agenda. Undoubtedly, the Thatcher government waged a war on the local authorities and particularly those who were perceived to be bastions of municipal socialism. This was achieved through privatisation, compulsory competitive tendering, the Local Government Act of 1985 and the creation of single issue QUANGO (quasi-autonomous non-governmental) organisation.(Madgin, 2010) Proposals for Regeneration “Castlefield’s new life involved cultural re-signification.

The council’s view was that the public perception of Castlefield could only be changed through a radical makeover and facelift for the landscape by stripping the place of its sensory coat of decay.” (Degen, 2008) There were several proposals for broad policy of preserving the essence of the area, to bring to public attention the importance of the heritage. One of which was the Historic Castlefield Report in 1978. Historic Castlefied provided a reasonably comprehensive, though concise account of the development of Roman, Georgian and Victorian Castlefield.

The report urged that as part of cultural regeneration a range of facilities could be accommodated in the market halls and Liverpool Road Station buildings complex. The market buildings were recommended for conversion into a heritage museum for Manchester, similar to the Museum of London. Liverpool Road Station was considered with the potential for providing excellent facilities for a museum of transport and industry. The 1978 report lamented the demolition of the abattoir which was structurally sound and an ‘impressive example of Victorian civic architecture’, insisting that the building could have been reused with imaginative and careful intervention. Crucially the 1978 report made visible the historic importance of the area as a residential site which incorporated ‘a select residential area’ and an ‘extensive working class housing area’. The area was also imagined as site of annual Manchester fair or carnival which can be frequently visited by working class visitors.

Originally it was called the Knott Mill Fair which was started as a celebration of the opening of the Bridgewater Canal in 1765.

There was a preservation strategy for the existing architecture 17

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and selected aspects of its industrial history. There was an emphasis on these following strategies: a) Sustainable development that focused on making cities into more attractive location to live and work in b) Promotion of mixed use seen as an encouragement of vitality and diversity in the city, the guiding idea being the concept of the ‘urban village’ In second half of the 20th century in Britain had two quite distinct modern approaches for urban problem. “The first resulted in physical planning inspired comprehensive redevelopment programs in major industrial cities which saw vast swathes of inner city working class area reduced to rubble to rebuild at lower densities. In the process thousands of families were dispersed to the urban periphery or to smaller towns. The second approach from the late 1960s saw urban policy re-formulated with the aim tackling urban problems in situ without comprehensive redevelopment and dispersal of working class communities, the focus shifted away from bricks and mortar to social needs.” (Owhin, 2016) In 1990s Central Manchester Development Corporation (CMDC) contributed towards regeneration of Castlefield. CMDC employed development strategy which is mentioned below.

• Bringing back into use existing neglected land and property • The development of new commercial and residential property • The attraction of private finance as part of these developments and redevelopments • Environmental improvements to the CMDC area In 1993 Tom Bloxham founded Manchester based development company Urban Splash, located in Castlefield.

It carried out award winning conversion of mills, warehouses and new apartment blocks at the Pomona Dock area of Castlefield. This is seen as inspirational private sector contribution of regeneration of Castlefield.

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1.4 Intervention

figure1.8. Museum of Science and Industry Photograph Rushama Patel

figure1.9. Air and Space Hall, Museum of Science and Industry. Photograph Rushama Patel

figure1.10.

Entrance,MuseumofScienceandIndustry.

Photograph Rushama Patel

Liverpool Road Station (Museum of Science and Industry) Liverpool Road Station opened in 1830, which was world first passenger railway line. It operated till 1844 as a passenger railway station after that it continued to be used as goods facility. In 1975 the station closed completely. However in 1980 there was a celebration of 150th anniversary of the Liverpool and Manchester Railway on the site. At that time the decision was taken to reuse the site as museum of science and industry.

Liverpool road station is listed grade I building which put it into the same category of Tower of London and St. Paul’s Cathedral.

From June 1979 work began on restoring and clearing the site for the museum. Thomas Worthington & Sons were appointed as by GMC as consultants to the museum scheme. Barry Johnson, a senior partner in Worthington, restored Liverpool Road Station and transformed the 1855 Goods Transfer Shed into Power Hall with the world’s largest collection of working stationary steam engines. The architect was responsible not only for the building but also for the layout and settings of the engines, the bases, pits and power supplies, and rail track outside.

The first phase of Museum of Science and Industry was completed by 1984, and the Air and Space Gallery opened soon after in the old Upper Campfield Market building. In 1985 the museum won a Civic Award of outstanding contribution to the quality and appearance of the environment. In 1986, Building Design Partnership were appointed as architects to museum and reconstructed grade I listed 1830’s carriage sheds, modified the Air and Space Gallery and converted the 1880 Lower Byrom Street Warehouse into a reception area, bookshop, lecture rooms and display galleries. The warehouse conversion won prestigious RIBA regional award and in 1990 the Museum of Science and Industry won the National Heritage Museum of the Year award.

Today at the Museum of Science and Industry one can see the station site, first class booking hall, old staircase restored to its 1830s condition. A replica of a locomotive is placed at the station site. Here it seems that the built heritage is important and part of the appeal of the museum for visitors. The building is largely ‘restored’ and alterations were made ensuring that the changes did not harm the old building. By using its historical significance Museum of Science and Industry attracts large number of tourist and is a catalyst for the regeneration of Castlefield area.

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Granada Studio

figure1.11.

Granada Studios. Photograph: https://en.wikipedia.org

In 1980 Granada commissioned Building Design Partnership to investigate the expansion of their Television Centre on adjoining goods station, backing on the Museum of Science and Industry. Worked started in June 1982 on the Grape Street Bonded Warehouse to convert it into studios, rehearsal spaces, offices and support areas. The set of Coronation Street blocked access to the warehouse, so it was decided to relocate the set on the other side of the warehouse. This was a complex project based on disused railway goods yard, incorporating 50,000sq ft of existing buildings, all in a restricted three-acre site and allowing up to a million visitors per year without disrupting programme making. Behind the sets are facilities for shopping and eating. There were new buildings created, including a 600 seat theatre and an exhibition space of 10,000 sq. ft.

Middle Warehouse

figure1.12.

Middle Warehouse, Castlefield.

Photograph: Rushama Patel

Middle Warehouse built in 1831 by the Manchester Ship Canal company on the south bank, off the Middle Basin canal arm.

It was in use to store maize until the 1970s. It is five storeys plus an attic. There are two shipping holes are enclosed in an elliptical blind arch.

The Middle Warehouse was restored in 1992 as flats, offices, retail units and a café. On the ground floor the space behind the elliptical arch and with two shipping holes is used as Piccadilly Radio office.

This warehouse is located at a very strategic juncture of the Bridgewater canal. The warehouse demonstrates outstanding brick construction method. The facade of the building is a symmetrical composition of circular, semicircular and elliptical arches. The scale and strong geometry of its architecture accencuate the importance and granduer of this structure as well as industrial heritage.

Merchants’ Warehouse

figure1.13.

Merchant’s Warehouse, Castlefield.Photograph: Rushama Patel

The Merchants’ Warehouse (46.2 m x 15.4m) was built on the north bank at the entrance to the Giant’s Basin around 1827.

This was a four-storey warehouse with two shipping holes. On the street side it had six side loading bays topped by wooden catsheads (hoods).

Jim Ramsbottom bought the merchant’s warehouse – the oldest extant canal warehouse in the city in 1983 for very low price. It is said that he foresaw the potential of the area long before anyone else. In 1996, with £4 million grant (from CMDC, English Heritage and EU Regional Development Fund) and private money the building was converted into studio spaces and offices. The internal structure was maintained, the catheads on the street side and shipping holes on the canal side were glazed. New glazed extensions were added at side to provide stairs and lifts.

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Bridges of Castlefield

figure1.14.

Cast Iron Bridge, Castlefield.

Photograph: Rushama Patel

figure1.15.

The Whitby and Bird Bridge, Castlefield. Photograph: Rushama Patel

The 65 meters long thin, curved structure- Merchant’s Bridge (Whitby and Bird Bridge) connects the Slate Wharf with Catalan Square. The bridge was commissioned by CMDC and the key idea of given brief was that “The new Bridge should be unambiguously a design representative of the late 20th century which will contribute another stratum of historic layering which is a feature of Castlefield and which will reflect the changing pattern of uses that the area is now undergoing.”

“Bridges become object of beauty, aesthetic focal point for the eye, making abstract, imaginative connection direct visible.

Bridges serve many purpose, not just practical and technical but also symbolic.” (Owhin, 2016) They symbolized connection and enhance the space.

Bridges of Castlefield have symbolic reference to heritage infused industrial past and modernist future. They has great importance for production of urban space.

The cast iron arch of the 1849 viaduct and The Whitby and Bird (Merchants’) Bridge are prominent elements of Castlefield Urban Heritage Park.

At very edge of Castlefield, Urban Splash have converted Britannia Mills- six original buildings of paper factory cluster around central courtyard into a complex of 125 loft style apartments.

The regeneration framework was intended to help revitalize the area by promoting tourism, creating new jobs, establishing a vibrant residential community and refurbishing industrial heritage buildings.

In redesigning Castlefield the unique feel of the area has been maintained and what is influential is that old warehouses were converted into desirable residential developments, bars and business locations. The promotion of leisure space became a key strategy for Castlefield, with an aim of transforming an empty space, lacking in public life, into an active place.

This project demonstrates that joint action between private funding and local government could help to regenerate a city. This regeneration project is an important part of the renaissance of the city; between 1988 and 1995 more than £60 million of private and public-sector money was spent on Castlefield.

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chapter 2

Mayfield

figure2.1. Steel Canopy, Mayfield Station Platform. Photograph Rushama Patel

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2.1 History

In year 1782, Thomas Hoyle established the Mayfield Print Works on the edge of Manchester on the site of a former country house. The location was chosen because of ready access to the water provided by the River Medlock.

In 1800’s they started printing colours – particularly purple – onto calico cloth. These prints achieved brand name status by the middle of the century. It was also considered as a symbol of industrial achievement through technology because it was printing a mile length of calico in an hour.

figure2.2. Calico Printworks. Photograph http://mayfieldmanchester.co.uk/

figure2.3. Mayfield Station. Photograph http://mayfieldmanchester.co.uk/

figure2.4. Interior Mayfield Depot.

Photograph Rushama Patel

But with the changing economy in early 20th century Mayfield Print Works were demolished and replaced with the new Mayfield train station which opened in 1910. This station was built to accommodate increasing numbers of passengers from across Manchester’s southern suburbs and to alleviate pressure on London Road (Piccadilly) station. There were five platforms provided in the station and passengers could access the station via high level foot bridge. Mayfield suffered the effects of bombing during World War II in December 1940.

Through the golden age of steam, Mayfield was a relief station mainly used by extra trains and suburban services to the south of Manchester. In the late 1950s during the period of electrification and modernization many services were diverted to Piccadilly. The station operated until 1960.

The buildings were unused until they were re-opened as a parcel depot in 1970. The easy access to the rail network meant it was a natural place for the Royal Mail to set up. This operated for 16 years until Parcelforce, Royal Mail’s parcels division, decided to abandon rail transport in favour of road transport and Mayfield once again shut down in 1986, with the tracks removed three years later. The Mayfield site has been unused ever since. The sorting office was briefly reused as an indoor carting track. The site was also used for Manchester International Festival in July 2013. After years of abandonment and many proposed development schemes, the station roof was dismantled in February 2013. In 2016, U+I was formally appointed as the development partner for an £850m regeneration of the Mayfield three months after being selected as the preferred bidder.

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figure2.5. Bancks & Co.’s plan of Manchester and Salford, 1831. Special Collection(Maps), The University of Manchester Library

figure2.6. Mayfield Printworks, 1850. Ordnance survey five feet to one statute mile: Manchester and Salford. Special Collection(Maps), The University of Manchester Library

figure2.7. Mayfield Station,1932. Ordnance survey five feet to one statute mile: Manchester and Salford. Special Collection(Maps), The University of Manchester Library

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2.2 Example

Regeneration of rail infrastructure

1.

Benalua railway station, Spain Architect- Manuel Ocana del Valle

In the city of Alicante, Spain an old railway station has been transformed into an office for Casa Mediterraneo. Casa Mediterraneo is a diplomatic institution committed to foster the Mediterranean Villages’ common identity. The new development also accommodates spaces for events, exhibitions, concerts and parties.

The architect has organized spaces within the 3100 square meter railway station’s shell into individual smaller pavilions surrounding a larger 1500 square meter hall. In this project small scale spaces (pavilions) are inserted within the greater scale of the old railway station. The new intervention is very subtle and it doesn’t appear more prominent and important than the old building. The linear characteristics of the old railway station were preserved in an effort to not hide what this building used to be. The pavilions within the railway station are lit with daylight, naturally ventilated, and surrounded by plants.

The glass pavilions allow for great interaction throughout the day.

figure2.8. Interior of Casa Mediterraneo. Photograph David Frutos

The architect describes the central hall as, “a Klein-blue, translucent roof filters the incoming sunlight which, after reverberating through a vibrant, circular-patterned aluminum lattice, dyes and excites the old walls and floor, flooding the space and turning it into a sea of blue shadows”.

This new headquarters offers a remarkable example of how the organization can reinvigorate old perceptions. The development made to the Benalua railway station lie at the intersection of modern design and cultural preservation. This project is providing a fresh perspective on reuse and sustainability by minimum alteration.

figure2.9. Event Hall Casa Mediterraneo. Photograph David Frutos

figure2.10.

Section, Casa-Mediterraneo. Drawing Manuel Ocaña Architect

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Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

2.

figure2.11.

King’s Cross Station. Photograph Hufton+Crow , Phil Adams, John Sturrock

King’s Cross Station, London Architect- John McAslan + Partners

King’s Cross station was built in 1851–1852 as the London terminus of the Great Northern Railway (GNR), and was the fifth London terminal to be constructed.

“The design comprised two great arched train sheds, with a brick structure at the south end designed to reflect the arches behind.

Its main feature was a 112-foot (34 m) high clock tower that held treble, tenor and bass bells, the latter weighing 1 ton 9 cwt (1.47 tonnes).” (Jackson,1984) It was built to accommodate the East Coast Main Line. It quickly grew to cater for suburban lines and was expanded several times in the 19th century. In the late 20th century, the area around the station became known for its disintegrating and downmarket character, and was used as a backdrop for several films as a result. There was major redevelopment in the 21st century, including restoration of the original roof, and the station.

The transformation of King’s Cross Station for Network Rail involves three different architectural approaches: reuse, restoration and new build. The train shed and range buildings have been adapted and re-used, the station’s previously obscured Grade I listed façade is being precisely restored, and a new, highly expressive Western Concourse has been designed as a striking structure and the centerpiece of the project.

figure2.12.

Interior King’s Cross Station.

Photograph Hufton+Crow , Phil Adams, John Sturrock

This project has played a key role in the wider transformation of the King’s Cross area. There are infrastructural, social and commercial developments. The new development helps to connect the station with the larger King’s Cross Central scheme, as well as to St Pancras, the London Underground, and the surrounding urban context. The creation of a new iconic landmark is functioning as a key catalyst for the ongoing regeneration of this new London quarter as well as providing striking new facilities that will accommodate the 50 million passengers now passing through the station each year.

The transformation of the station creates a remarkable dialogue between Cubitt’s original station and 21st-century architecture - a quantum shift in strategic infrastructure design in the UK. This carefully executed relationship between old and new creates a one of the great railway monuments of Britain.

figure2.13.

New built Roof , King’s Cross Station. Photograph Hufton+Crow , Phil Adams, John Sturrock

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2.3 Regeneration Framework

Mayfield Strategic Regeneration Framework by Manchester City Council • A thriving and sustainable city: supporting a diverse and distinctive economy that creates jobs and opportunities • A highly skilled city: world class and home grown talent sustaining the city’s economic success • A progressive and equitable city: making a positive contribution by unlocking the potential of our communities • A liveable and low carbon city: a destination of choice to live, visit, work • A connected city: world class infrastructure and connectivity to drive grow The key principles for regeneration at Mayfield (mentioned in Strategic Regeneration Framework) are as follows: • Quality of Place: Buildings of the highest architectural and urban design standards, with an integral site wide management plan to be developed as part of the detailed design process.

• Place Making, Park & Public Realm: The 2018 SRF will build upon the existing character of the Mayfield area, retaining the Mayfield Depot and a number of other existing structures, including the Star and Garter Public House, and enhancing the River Medlock. Overall 13 acres of high quality public realm will be delivered, and active frontages will provide activity which will add to the quality and sense of place.

• Form & Layout: A new 6.5 acre Mayfield Park lies at the heart of the area, with five distinct neighborhoods located around it. The retained historic and architecturally interesting buildings will help guide the surrounding form of development. The five areas are: Mayfield Depot and Baring Street Campus areas will deliver the majority of office accommodation; Hoyle Street East and West will be residential mixed use neighborhoods; and Wyre Street will provide additional mixed use development to complement the existing offer.

• Scale & Massing: Designed in particular to maximize daylight-sunlight levels to the park, with larger buildings situated to the north and east, stepping down to celebrate the park at the centre, and with two landmark towers to mark the gateways to the site (above the old Mayfield Station ticket hall and at the east end of the park).

• Use & Quantum: Mayfield will be commercially-led, but will include a significant residential component together with a range of uses and amenities, to create a truly mixed use neighborhood, which will extend into the park.

• Site Frontages: Key gateways (e.g. the Fairfield/Wyre Street and Fairfield/Baring Street junctions) will be enhanced and barriers such as the Mancunian Way will be softened, with new planting and crossing solutions.

• Transport, Movement & Connectivity: Connectivity will be enhanced, with new connections to Ardwick, the remainder of the city centre, Piccadilly Station, and the Piccadilly SRF area.

This will include utilizing the park and public realm, improving and prioritizing pedestrian and cycle routes and providing links to Piccadilly Station to encourage public transport use.

• Sustainability: There is the opportunity for Mayfield to become one of the most sustainable neighborhoods in Manchester, through the regeneration of brownfield land adjacent to a major transport hub; bringing back to life a key 28

Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

derelict building; the opportunity to create new ecological habitats; public realm improvements; and a holistic approach to building design to minimize energy use. All of this can help to maximize wellbeing benefits.

Regeneration and Economic Benefits As per Mayfield SRF, the Mayfield Regeneration Project will deliver a series of significant benefits, which in turn will help to drive wider economic growth within Manchester city centre and adjacent neighborhoods.

High quality workspaces: It will deliver 154,800 sq m of office space, meeting the growing demand for high quality commercial space in the city centre, and strengthening the city’s inward investment offer, in a location which will capitalize on the economic benefits of investment at Piccadilly Station, including HS2.

New Jobs: Creation of up to 10,000 jobs accommodated in the new commercial and business space, the majority of which will be in business and professional services as well as digital industries.

New Housing Neighborhood: It will deliver up to 1,500 new high quality homes and other local community amenities. These new homes are supposed to attract a professional and skilled workforce that will support the continued economic growth of Manchester. It will also provide a range of housing options which will attract different groups as well families.

Economic growth from new developments in Proximity: Mayfield is one of the city’s prominent locations to capture the economic benefits from the potential substantial transport investment at Piccadilly Station, including the Northern Hub proposals and Northern Powerhouse Rail. It will also act as a precursor for the City’s plan to gain the full benefits of the HS2 station at Piccadilly, which will open in 2033.

Local Socio-Economic Impact: Mayfield will open up a range of economic, social and environmental benefits to residents in nearby areas. This will include the provision of apprenticeships throughout the construction period.

Economic Benefits from Construction: The proposed construction program will sustain a 700 person workforce each year, while the associated supply chain expenditure will support an additional 1,000 jobs in the Greater Manchester economy by 2025, increasing to 2,500 jobs by 2029, initially through construction works and subsequently through businesses accommodated in the commercial space.

Leisure & Tourism: Two new hotels and an important leisure and retail offer will benefit the tourism industry.

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2.4 Intervention

Site Layout The historic Mayfield Print Works was an intensely populated site with a collection of low rise industrial buildings in a nonlinear arrangement. The construction of the Mayfield train station in the early 19th century introduced the larger scale of structures that dominates the northern part of the site. The historic site could therefore be divided in two areas: the large scale and monolithic north, and the small scale granular south.

Today, the immediate area is defined by a range of different scales and grains – from low rise single family houses to the south to the high rise buildings of the Unite Student Housing and MacDonald Hotel within the site to the west.

The proposed master-plan is a composition of contrasting scales- a high rise greater scale to the north and a lower rise finer grain of development to the south.

figure2.14.

1924 Aerial view of Mayfield.

Photograph Mayfield SRF 2018

figure2.15.

2018 View of Mayfield Photograph Google Maps

figure2.16.

Architectural Language and Material The new buildings will be differentiated and accentuated by the use of a contemporary form and material palette. Durable and long lasting materials will be used to prolong the lifespan of buildings and landscapes, complementing the traditional materials of the retained structures, such as red brick and steel.

Aerial view of proposed design for Mayfield. Image: Mayfield SRF 2018

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Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

Connections Mayfield is at a pivotal location and because of that the new proposal claims that it will physically, socially and economically connect key regeneration areas and transport hubs: such as Corridor Manchester and Ardwick to the east and south; Piccadilly SRF area and Piccadilly Station transport hub, New Islington and Ancoats to the north; and North Campus and the remaining of the city centre to the west.

The new proposal is slightly in contradiction with this as high rise buildings are place on periphery which act as a wall surrounding the park. The site layout makes it an inclusive neighborhood and doesn’t allow any connections with surrounding area. There is a potential of establishing connection with Ardwick Green site but it is missing from the proposal.

figure2.17.

Diagram Showing bulding heights of design proposal. Image: Mayfield SRF 2018

Ma

ncu

figure2.18.

nia

nW ay

Digram showing connection with surrounding. Image: Mayfield SRF 2018

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Memory and Identity: As per new proposal there are high rise offices and commercial spaces proposed over the old structure of Mayfield Depot. It preserves the old structure but it will be beneath the large scale new structure. The new proposal is not treating the heritage as a landmark but it will be hidden beneath. The old brick structure with arches will be preserve and it will be used as cafes, restaurants and shops.

figure2.19.

Arches along Temperance Street.

Image: Mayfield SRF 2018

figure2.20.

Mayfield Depot arches along Fairfield Street. Image: Mayfield SRF 2018

figure2.21.

Mayfield Station Platform in 2018.

Photograph Rushama Patel

Density The new proposal distributes the mass around the periphery of the site and proposes a big open space in middle. There will be high rise buildings around the site which will act as boundary of the middle open space.

What is the ideal built-open proportion? Would it be beneficial if it is denser? It seems that in future there is less possibility for a big park to be used as presented right now.

Higher density can be achieved by breaking down large volume (high rise tower) in smaller volumes. For that, built mass can be distributed on ground rather than stacking it vertically only.

Preservation of Platform Steel Canopy The steel canopy structure of platform has been preserved but not assigned any new use. As per the new proposal the canopy will be stuck between new buildings. The new design does not respond to the architectural character of the canopy. There is a possibility of making smaller insertion responding to the linearity and its overall architectural language. This space could be re-use as a recreation space (art galleries, cafes etc.).

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Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

Building edges and threshold spaces As per the new proposal there is clear division of inside and outside. There is requirement of creating transitional spaces and blurring the boundary between it. Private terraces and balconies can help to achieve this. It will also help to approach the green public space instead of viewing it. For Example, Alexandra Road Estate by Neave Brown

figure2.22.

Alexandra Road Housing Estate.

Photograph: http://www.architecturetoday.co.uk/ neave-brown-royal-gold-medal-2018/

figure2.23.

Central park in new proposal.

Image: Mayfield SRF 2018

Integration with surrounding urban fabric Mayfield site acts as a ‘void’ in the city center of Manchester. Urban Voids are spaces which rupture the urban fabric. In order to sustain a well integrated urban fabric, urban design solution should help to recompose these types of voids with the surrounding. At the end these well connected parts make a thriving whole.

“Mayfield is in a pivotal location and because of that the new proposal claims that it will physically, socially, and economically connect key regeneration areas and transport hubs: such as Corridor Manchester and Ardwick to the east and south; Piccadilly SRF area and Piccadilly Station transport hub, New Islington and Ancoats to the north; and North Campus and the remaining of the city centre to the west.” –Mayfield SRF The new proposal is slightly in contradiction with this as high rise buildings act as a wall surrounding the park. This also makes an inclusive neighborhood rather than allowing any connections.

Public Spaces A sequence of public spaces including an urban square with a buzz of activities; open greens for lawn sport and informal play; adventure play areas; floodable meadows and bio-diverse ecological areas where children and adults can engage with the river is proposed.

The Mayfield Depot is absolutely key to the character of this new neighborhood, and will form the northern boundary to the site. Events and activities are encouraged to spill out into the park. An elevated gantry walkway will extend the full length of the depot’s south façade, benefitting from sunlight and views over the park. This structure provides pedestrians with a step free access out into the open space before making their way down to the lower level of the park through a series of steps, ramps and lifts. This space will blur the boundary between inside and outside.

The open spaces will be generous and predominantly pedestrian, with street planting and sustainable urban drainage water elements for rainwater management and harvesting. A dynamic approach to level changes will be adopted to achieve a variety of environments along the river, to make the river and its ecology accessible to all. This may be through the use of boardwalks, stepped terraces, projecting platforms, bridges or sculpted earth. The activity of the water could be further amplified through the use of boulders and stepping stones that can help that can help manage the water flow and improve water quality.

It leads to a question of what a urban public space should be? Will a big open space in center serve the purpose of active public space. There is a possibilty that in reality this space will not be used as it is percieved.

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Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

chapter 3

Northern Quarter

figure3.1. Rochdale Canal at Dale Street showing warehouses of the Northern Quarter in background. Photograph:English Heritage

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3.1 History

Northern Quarter is a part of Central Manchester. It lies between the city’s Victorian and Edwardian commercial district and the industrial suburb of Ancoats and is flanked to the east by the Rochdale Canal. It is an area of approximately 0.3 sq km. Northern Quarter has a distinctive character of its own as the successive demands of housing, transport, industry and commerce have shaped and re-shaped its built environment.

Early Development in the 18th century In 1750s and 1760s, Manchester’s built-up area expanded and there was first development into western part of the Northern Quarter. Church street, Turner Street, Birchin Lane and Union Street were laid out, not to an overall plan but as the need and opportunity. The early development of Northern Quarter was driven by the need to accommodate industrial workforce. The growing number of workers engaged in cotton industry required new housing. “The great increase in yarn production led to growth in handloom weaving and large numbers of weavers were drawn to Manchester. There is no exact number of how many weavers were moved to Northern Quarter as many of those houses are demolished.” (Taylor and Holder, 2008)

figure3.2. The location of Northern Quarter. Image: English Heritage

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Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

The urban layout of Northern Quarter was a result of clear hierarchy and social segregation. For Example, these weavers’ houses were often built away from the main street frontages, in minor lanes such as Back Turner Street. These were three storeyed cottages as well as back to back dwellings that accommodates mills workers. Many dwellings had cellars and loom shop on a top storey. All buildings which were built to fulfil the outgrowing demand of industrialisation had given Northern Quarter a distinct character.

Additionally, industrial development both in Ancoats and within the area made the Northern Quarter attractive territory for housing for the increasing numbers of mill workers and domestic weavers. Industrial activity became more prominent in the area with time. Many new factories were built up on the remaining vacant plots. “By the 1840s the Northern Quarter was home to engineering and iron works, clothing factories and timber yards. A major complex of basins and wharfs was also established around the junction of the Ashton and Rochdale Canals, to the immediate east of Northern Quarter, and several large Canal warehouses were built up to handle the vast quantity of merchandise that passed through.” (Taylor and Holder, 2008)

figure3.3. Sequential growth of 69-77 Lever Street, which originally had open rear yard but these were soon built to fulfil the demand for more housing and factory space. Image: English Heritage

figure3.4. Cutway reconstruction of 69-77 Lever Street. Image: English Heritage

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figure3.5. Smithfield Market in 1854. Photograph: English Heritage[Manchester Archives and Local Studies, m59672]

figure3.6. The Interior of Smithfield Market Hall.

Photograph: English Heritage

figure3.7. The extent of Smithfield Market by 1930s.

Image: English Heritage[Based on 1931 Ordanance Survey 1:2500 map]

figure3.8. Smithfield Market Hall from Swan Street.

Photograph: English Heritage

Commercial Northern Quarter The development of railway network in mid-19th century and advances in manufacturing technology acted as the catalyst which transformed Manchester from a regional textile centre into an internationally important commercial city.

As Manchester expanded, the Northern Quarter was transformed from a peripheral residential and industrial suburb into an important commercial district. There were major railway stations on three sides of the Northern Quarter: Oldham Road good station, Victoria passenger station and London Road passenger and goods station (now Piccadilly Station).

The proximity to major transportation system made Northern Quarter a natural market place of rapidly growing city.

Initially there were various specialised street markets but later on in 1820 all of that were organized at one place and was known as Smithfield Market. In 1853-54 the market was roofed over in cast iron and glass. It can be considered as a fine example of new building typology . Later on, Smithfield market hall was added. Originally Smithfield Market Hall had an open courtyard but later on in 1868 the structure supported by magnificently decorated octagonal cast iron columns. In mid-19th century hotels, public houses and eating places were also opened on several of the other main streets in the area.

The Northern Quarter developed to new and very different commercial district. The characteristic building type was mercantile textile warehouse, banks and commercial chambers. These buildings were usually much larger than those they replaced and often plots were combined to accommodate them. The first commercial textile warehouse in the Northern Quarter was established in converted dwellings. The rapid growth of the trade soon demanded bigger and more specialised buildings. The commercial warehouse design continually evolved as buildings were finally built according to specific needs of Manchester textile trades- office space, storage space, display place, making up space and efficient loading facility. It had carefully designed public and private circulation areas, offices, warehouses, inspection rooms and loading bay- either in form of full height loading slots or internal ground floor vehicle bays.

The importance of Northern Quarter as an area went into much transition over the period of time. Certainly, this had shaped the architecture of the area. The scale of the commercial buildings of the late 19th and early 20th century was much bigger than the earlier residential structure. These purpose-built warehouses had highly ornate building facades. The monumental character of buildings reflected the significance of Northern Quarter in the city during that time.

This was in strike contrast with earlier cramped living quarters.

It had a tremendous impact on the grain of the street. As these commercial structures were much larger than the domestic structures they replaced, they had occupied combined building plots. “Dale street has very impressive warehouses and it connected the Northern Quarter with the wharfs and basins of Rochdale and Ashton canal junction and more importantly, from 1865 with the Manchester, Sheffield and Lincolnshire Railway’s goods station.� (Taylor and Holder, 2008) 38

Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

figure3.9. 75-77 High Street, a clothing warehouse of 1870 built in an elaborate Venetian Gothic style.

Photograph: English Heritage

Retail Hub In the beginning of the 20th century Oldham Street of Northern Quarter became place for retail shops. The nature of the Northern Quarter’s shops evolved slowly over two centuries.

The first built shops were also small and generally resembled houses, but during and after the mid-19th century it became more common for them to have characterful and eye-catching facades, which altered the appearance of Manchester’s principal shopping street. On the ground floor such shops had counters and showrooms while the first floors were used as showrooms, and for this reason many incorporated full-widths ornamented first floor windows, often of cast iron. Other floors would have contained stockrooms, workrooms and in some cases living accommodation. By the beginning of the 20th century, boom in retail market led to construction of large, purpose-built shop premises mostly for more than one tenant. (Taylor and Holder, 2008)

figure3.10.

28-40 Oldham Street elevation and photograph showing alteration in original first floor display windows. Photograph: English Heritage

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3.2 Regeneration: Process and Intervention

figure3.11.

Smithfield building after redevelopment. Photograph: www.urbansplash.co.uk

In 1970s, the closure of Smithfield Market and building of Arndale shopping centre nearby decline the success of Northern Quarter as retail market hub. Over the period of time many businesses eventually closed and left whole streets full of empty buildings. In 1993 Manchester City Council officially commissioned a regeneration study to conserve distinct character of the Northern Quarter. Commercial developers such as Urban Splash played a crucial role in conversion and reuse of such buildings. “During that time the trend in inner city living accentuated the potential of the larger warehouses for residential conversion and many buildings have been adapted for new use.“ (Greene, 1994) Smithfield building Smithfield building had a long-established presence and importance in the Northern Area. In 1996, it was transformed into 81 loft apartments and 21 ground floor and basement commercial spaces which are filled with shops, restaurants and bars.

The redevelopment was done by Urban Splash. At that time the vision of the developer was to buy cheap and derelict properties near to commercial centre and converting them to new use as shops, offices, loft apartments. As most of these properties were located in city centre, it did attracted consumers.

Introduction of mixed used purpose was development another advantage of the redevelopment scheme. It attracted various businesses as well as various consumers.

The ground floor and first floor which accommodates shops has new facades. The overall building form has been preserved and inside space is subdivided for the new use.

Mackie Mayor The grade II listed Mackie Mayor building is one of the two remaining original buildings from Smithfield market. It is transformed into an attractive food and drink venue. The building has been carefully restored. The cast iron columns and highly ornate roof structure are preserved which reflects the richness of industrial architecture. The roof structure is covered by glass which provides natural light inside. The inside space is not divided in smaller fragments is highly recommendable. All kitchen counters are on peripheral space and that leaves big central space open. The intervention is very subtle and the building continues to tell the story of industrial past.

Brownsfield Mill A grade II listed, classic Victorian mill will be transformed into 31 loft style, canal side apartments by developers Town Centre Securities and Urban Splash. The building is an important example of industrial architecture which has load barring brick walls, slate roofs, cast iron and timber internal structure.

figure3.12.

Mackie Mayor. Photograph: www. confidentials.com

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Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

figure3.13.

Graffiti on Tariff Street. Photograph: https://inspiringcity.com/2016/06/11/streetart-in-manchesters-northern-quarter-and-where-tofind-it/

Public art for cultural regeneration in Northern Quarter The urban public art gives sense of identity. The establishment of an image can bring a sense of identity. In Northern Quarter sense of an identity was gained by portraying historic and cultural characteristics of an area in creative manner.

“Eventually as the Urbanist Report proved to City Council that environmental improvements including public art was a good idea and funding was secured and a steering group for public art was set up.” (Wansborough, 1998) Northern Quarter has limited public open space. There are small sculptures concentrated around Tib street area. In Northern Quarter artworks are integrated around physical infrastructure. Walls and pavement had provided a base for it. Artworks are part of the urban fabric.

figure3.14.

Pavement engravings symbolising Manchester’s musical heritage.Photograph: Matthew James Wansborough

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Conclusion There are many variables which have shaped, enhanced and concluded the process of regeneration in the case of Castlefield, Mayfield and Northern Quarter in Manchester. Local voices, local authority and surrounding environment of cultural redevelopment had initiated the process of regeneration in Manchester. Tourism and economic benefits have conceptualized these projects. Architects, competitions and private sector developer have finalised these projects.

In the case of Castlefield, initially voluntary sector has successfully spread awareness about the historic significance about the area. CMDC developed opportunities for regeneration to support changing socio-economic and political scenario.

The regeneration of Castlefield was conceptualized as a mixed used development. The area was reinvented as commercial, residential and leisure hub in city centre, which had helped to create job opportunities and finally to create a thriving urban inner city. The considerate re-use of Liverpool Road Station, Middle Warehouse, Merchant Warehouse and other prominent buildings demonstrates that signification of industrial past can be continued with contemporary requirements and can move on to the future. In this project, the architectural intervention is very subtle. Elements, materials and form of industrial past are maintained in its original manner and new layers are juxtaposed next to it.

In terms of both urban management and function Castlefield provides a window on the transition from de-industrial to post-industrial city and raises the significance of history as an element of contemporary relevance in the regenerative urban process.

In the case of Mayfield, it seems that the intent of the regeneration is to gain economic benefit. The location of Mayfield is very crucial for the regeneration project as it is close to Piccadilly station and upcoming transportation infrastructure like Piccadilly SRF and HS2. It is supposed that this project will be benefitted by nearby transportation infrastructure in economic terms. The steel canopy of Mayfield station, depot building and Star and Garter pub are to be preserved but as per new proposal these industrial structures are not treated as landmark and not given importance against new. In this case integration between old and is missing. The other focal point of this project is the big central park. There is a possibility that it is not going to be used as it is perceived. Is it appropriate urban public space? 1500 new homes are coming up there but is it going to help in shortage of affordable housing in Manchester? As it is ongoing project a lot will depend on how architecture of the buildings is going to be. For example, will new building materials and construction techniques facilitate old?

In the case of Northern Quarter regeneration and reuse is a continuous process from the beginning. Buildings were altered and reused according to the requirement of that time. Fitting 42

Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

the new into old is a quite challenging but success of any regeneration project is defined by the authenticity preserved.

The project such as Mackie Mayor is an example of successful redevelopment project. The revitalization of Norther Quarter ensures strong sense of place.

This study proves that the regeneration is a continuous process.

Urban fragments are going to be continually re-imagined and modified to fulfil requirements of that time. The form, function and management of the historic environment and the changes to this during the process of urban regeneration reveal the malleability of the historic environment and its inherent capacity to be moulded to fit different agendas. The process of regeneration strives for perfect balance between preservation and change.

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List of Illustrations

figure1.1.

Castlefield Rushama Patel 5 figure1.2.

Andrew Taylor. Manchester City Center. 8th edition,2013. Special Collection (Maps), The University of Manchester Library 6 figure1.3.

Castlefield. Photograph: Rushama Patel 6 figure1.4.

Bar at Castlefield. Photograph: Rushama Patel 6 figure1.5.

Bancks & Co.’s Plan of Manchester and Salford. 1831. Special Collection(Maps), The University of Manchester Library 8 figure1.6.

Map Castlefield 1896. Special Collection(Maps), The University of Manchester Library 8 figure1.7.

Albert Dock, Liverpool. Photograph aboutbritain.com 9 figure1.8.

Museum of Science and Industry Photograph Rushama Patel 15 figure1.9.

Air and Space Hall, Museum of Science and Industry. Photograph Rushama Patel 15 figure1.10.

Entrance, Museum of Science and Industry. Photograph Rushama Patel 15 figure1.11.

Granada Studios. Photograph: https://en.wikipedia.org 16 figure1.12.

Middle Warehouse, Castlefield.Photograph: Rushama Patel 16 figure1.13.

Merchant’s Warehouse, Castlefield.Photograph: Rushama Patel 16 figure1.14.

Cast Iron Bridge, Castlefield. Photograph: Rushama Patel 17 figure1.15.

The Whitby and Bird Bridge, Castlefield. Photograph: Rushama Patel 17 figure2.16.

Steel Canopy, Mayfield Station Platform. Photograph Rushama Patel 19 figure2.17.

Calico Printworks. Photograph http://mayfieldmanchester.co.uk/ 20 figure2.18.

Mayfield Station. Photograph http://mayfieldmanchester.co.uk/ 20 figure2.19.

Interior Mayfield Depot.

Photograph Rushama Patel 20 figure2.20.

Bancks & Co.’s plan of Manchester and Salford, 1831. Special Collection(Maps), The University of Manchester Library 21 figure2.21.

Mayfield Printworks, 1850. Ordnance survey five feet to one statute mile: Manchester and Salford. Special Collection(Maps), The University of Manchester Library 21 figure2.22.

Mayfield Station,1932. Ordnance survey five feet to one statute mile: Manchester and Salford. Special Collection(Maps), The University of Manchester Library 21 figure2.23.

Interior of Casa Mediterraneo. Photograph David Frutos 22 figure2.24.

Event Hall Casa Mediterraneo. Photograph David Frutos 22 figure2.25.

Section, Casa-Mediterraneo. Drawing Manuel Ocaña Architect 22 figure2.26.

King’s Cross Station. Photograph Hufton+Crow , Phil Adams, John Sturrock 23 figure2.27.

Interior King’s Cross Station. Photograph Hufton+Crow , Phil Adams, John Sturrock 23 figure2.28.

New built Roof , King’s Cross Station. Photograph Hufton+Crow , Phil Adams, John Sturrock 23 figure2.29.

1924 Aerial view of Mayfield. Photograph Mayfield SRF 2018 26 figure2.30.

2018 View of Mayfield Photograph Google Maps 26 figure2.31.

Aerial view of proposed design for Mayfield. Image: Mayfield SRF 2018 26 figure2.32.

Diagram Showing bulding heights of design proposal. Image: Mayfield SRF 2018 27 figure2.33.

Digram showing connection with surrounding. Image: Mayfield SRF 2018 27 figure2.34.

Arches along Temperance Street. Image: Mayfield SRF 2018 28 figure2.35.

Mayfield Depot arches along Fairfield Street. Image: Mayfield SRF 2018 28 figure2.36.

Mayfield Station Platform in 2018. Photograph Rushama Patel 28 figure2.37.

Alexandra Road Housing Estate. Photograph: http://www.architecturetoday.co.uk/neavebrown-royal-gold-medal-2018/ 29 figure2.38.

Central park in new proposal.Image: Mayfield SRF 2018 29 figure3.39.

Rochdale Canal at Dale Street showing warehouses of the Northern Quarter in background.

Photograph:English Heritage 31 figure3.40.

The location of Northern Quarter. Image: English Heritage 32 figure3.41.

Sequential growth of 69-77 Lever Street, which originally had open rear yard but these were soon built to fulfil the demand for more housing and factory space. Image: English Heritage 33 figure3.42.

Cutway reconstruction of 69-77 Lever Street. Image: English Heritage 33 figure3.43.

Smithfield Market in 1854. Photograph: English Heritage[Manchester Archives and Local Studies, m59672] 34 figure3.44.

The Interior of Smithfield Market Hall. Photograph: English Heritage 34 44

Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

figure3.45.

The extent of Smithfield Market by 1930s.Image: English Heritage[Based on 1931 Ordanance Survey 1:2500 map] 34 figure3.46.

Smithfield Market Hall from Swan Street.Photograph: English Heritage 34 figure3.47.

75-77 High Street, a clothing warehouse of 1870 built in an elaborate Venetian Gothic style.

Photograph: English Heritage 35 figure3.48.

28-40 Oldham Street elevation and photograph showing alteration in original first floor display windows. Photograph: English Heritage 35 figure3.49.

Smithfield building after redevelopment. Photograph: www.urbansplash.co.uk 36 figure3.50.

Mackie Mayor. Photograph: www.confidentials.com 36 figure3.51.

Graffiti on Tariff Street. Photograph: https://inspiringcity.com/2016/06/11/street-art-in-manchesters-northernquarter-and-where-to-find-it/ 37

figure3.52.

Pavement engravings symbolising Manchester’s musical heritage.Photograph: Matthew James Wansborough 37

45

MA Architecture + Urbanism. 2017-2018

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Manchester: The University of Manchester.

Wansborough, M. J., 1998. Northen quarter- Creative quarter: The role of urban design in cultural regeneration. Manchester: The University of Manchester.

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Inner-City Industrial Infrastructure as a template for Urban Regeneration with reference to Castlefield,Mayfield and Northern Quarter in Manchester

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