I’ve cycled by here for some fifty years or more – always admiring its serrated roof.
Way back when we would roam around on our bikes, exploring the waste ground adjacent to Jackson’s Brickworks.
Where we would scavenge tape from the Rotunda tip.
I remember it as a Remploy Centre.
My last 13 years prior to retirement last May were spent at the centre, on Windmill Lane, Denton. Just before I left, a lot of demolition work was done, prior to redevelopment of much of the site.
I seem to remember the place always being referred to locally as Th’ Rehab – the Rehabilitation Centre, a Government training centre, where skills were taught, such as joinery, bricklaying etc, and there was also a Remploy Unit housed there.
Local men could go for a free haircut, administered by a well supervised trainee.
Proximity to the M60, seen here under construction is paramount to its future success.
This former production plant for concrete components is now sadly partitioned and houses a number of businesses, only one of which still has a manufacturing base. The engineer for the project was also the client; reinforced concrete engineers, Matthews & Mumby. The intention was to create large floor areas, free from columns, to accommodate fourteen casting beds of about fifty metres in length. The structure of the two sheds was formed from arch units assembled on the ground, jacked into position and post-tensioned to form large tied span arches. Each arch spans approximately thirty metres and was designed to carry up to fourteen one tonne loads along the monorail hangers that ran the length of the factory, centred to each casting bed and suspended from the arches. Lantern section glazing hugs the curve of the arches that act as a reflective surface to provide an even light across the factory floor. The rails and hangers added a further louvered filter to the light, described at the time as ‘the ‘venetian blind’ effect. Originally the elevation between the V shaped columns was also glazed, this has now been filled and significantly reduces the aesthetic presence of the exposed structure and a distinctly ‘modern’ building of the time.
He reached the foot of the embankment, and waved with one arm, shouting at the few cars moving along the westbound carriageway. None of the drivers could see him, let alone hear his dry-throated croak, and Maitland stopped, conserving his strength. He tried to climb the embankment, but within a few steps collapsed in a heap on the muddy slope.
Deliberately, he turned his back to the motorway and for the first time began to inspect the island.
Maitland, poor man, you’re marooned here like Crusoe – If you don’t look out you’ll be beached here for ever. He had spoken no more than the truth. This patch of abandoned ground left over at the junction of three motorway routes was literally a deserted island.
JG Ballard Concrete Island
I’m in a different place – the same but different, whilst out walking I went through an open gate, following a well worn path, for the very first time.
Leading who knows where.
The confluence of three rivers, the meeting of motorway and main road.
I ventured further – where if anywhere are we going?
This tight tree lined and paint daubed triangle offers no answers.
Tamed thirty years or so ago, with concrete and steel.
Further and further.
Into an underground world.
Through the railings and into a void – a void that had become home to the otherwise engaged, seeking solace somewhere, finding shelter from the storm. A storm of Twenty First Century austerity, man made – moving money around until those without are out, out in the open, nowhere else to go but here.
How often have I lain beneath rain on a strange roof, thinking of home.
Previously posted as historical journey – this, as they say, is the real deal, one foot after another, one sunny afternoon in September.
From east to west and back again – in or on, under and around our very own Highway in the Sky.
Part of the ever changing patchwork of demolition and development which defines the modern city. The carriageway prevails, whilst the pervasive rise and fall continues apace, its forlorn pedestrian underpasses may soon be superseded by wider walkways.
Manchester City Council is spending around £10million to make major changes to the junction where Princess Road meets the Mancunian Way and Medlock Street.
Much to the chagrin of local residents, who value the solace of their sole soulful green space and the frequent users, passing under the constant waves of sooty traffic.
What you see is what you get today, tomorrow is another kettle of concrete, trees, traffic and steel.
I ride a bicycle, which seriously restricts my access to the world of the M – one and six or otherwise. Having a more than somewhat ambivalent outlook on motor cars and their ways I have nevertheless written a short history.
So to satisfy my idle curiosity, and fill the damp wasteland of a Bank Holiday Sunday afternoon, let’s go on a little trip back in time by means of archival images.
What of your history?
Tendering documents were sent out in 1962 describing it as a 17.7 acre site, requiring at least a £250,000 investment, including an eastern corner reserved for a picnic area, and an emphasis that the views to the west must be considered in the design, and facilities must be provided on both sides. Replies were received – from Telefusion Ltd, J Lyons, Banquets Catering Ltd, Granada and Rank
Top Rank’s plan came consistently highly rated by all the experts it was passed between. It showed a restaurant and a self-service café on the west side, the restaurant being at the top of a 96ft (29m) tower. At the top of the tower was a sun terrace – a roof with glass walls, which they had described but hadn’t included any suggestions for how it could be used, adding that maybe it could form an observation platform, serve teas, or be reserved for an additional storey to the restaurant.
Including a transport café on each site, seating was provided for 700 people, with 101 toilets and 403 parking spaces. A kiosk and toilets were provided in the picnic area.
“The winning design looks first class. Congratulations.”
Architects T P Bennett & Sons had been commissioned to design the services, along with the similar Hilton Park. At £885,000, it was the most expensive service station Rank built, and was considerably more than what had been asked of them.They won the contract, but on a condition imposed by the Landscape Advisory Committee that the height of the tower was reduced to something less striking.
Lancaster was opened in 1965 by Rank under the name ‘Forton’. The petrol station opened early in January, with some additional southbound facilities opening that Spring.
The southbound amenity building had a lowered section with a Quick Snacks machine and the toilets. Above it was the transport café which had only an Autosnacks machine, where staff loaded hot meals into the back and customers paid to release them. These were the motorway network’s first catering vending machines, and the Ministry of Transport were won round by the idea, but Rank weren’t – they removed them due to low demand.
In 1977, Egon Ronay rated the services as appalling. The steak and kidney pie was an insult to one’s taste buds while the apple pie was an absolute disgrace. He said everywhere needed maintenance and a coat of paint, the toilets were smelly and dirty, and the food on display was most unattractive.
A 1978 government review described the services as a soulless fairground.
The Forton Services and the typology generally have had a chequered career, rising and falling in public favour and perception. Purveying food and facilities of varying quality, changing style and vendors with depressing regularity – knowing the value of nothing yet, the Costas of everything.
Ironically the prematurely diminished tower has taken on iconic status in the Modernist canon – listed in 2012 yet closed to the public, admired from afar – in a car.
The Pennine Tower was designed to make the services clearly visible – the ban on advertising had always been an issue, and the previous technique of having a restaurant on a bridge, like down the road at Charnock Richard, was proving expensive and impractical. Rank commissioned architects T P Bennett & Sons to capitalise on the benefits of exciting design while trialling something different. The tower resembles that used by air traffic control, summarising the dreams of the ’60s.
The central shaft consists of two lifts, which were originally a pentagonal design until they were replaced in 2017. They’re still in use to access the first floor, but with the buttons to higher floors disabled. There are then three service lifts, and one spiral staircase – satisfying typical health and safety regulations.
At the top of the tower stood a fine-dining waitress service restaurant, offering views over the road below and across Lancashire. Above the restaurant the lift extended to roof-level, to allow the roof to serve as a sun terrace – although Rank admitted they weren’t sure what this could be used for, suggesting serving tea or eventually building another level.
In reality social changes and cost-cutting limited the desirability of a sit-down meal, and this coupled with high maintenance costs made the tower fall out of favour. The ‘fine dining’ restaurant became the trucking lounge that had been on the first floor, before closing to the public in 1989. It then soldiered on for another 15 years, partially re-fitted, as a head office, then staff training and storage, but even this became too impractical, and the tower is now not used at all.
Although the tower is unique to these services, the concept of large high-level floors can be seen in many Rank services of the era, the idea of each one being to have a visible landmark and a good view of the surrounding area, such as at Hilton Park. The lower-level restaurant at Forton sticks out over the first floor, and partially in to the road, to give an optimum view. Toilets and offices were in the ground floor buildings below.
There are lots of myths flying around that the tower was forced to close by safety regulations, and that it is about to fall down. Like any building which hasn’t been used for 30 years it would take a lot of investment to get it open again, and with roadside restaurants across the country closing due to a lack of trade, nobody has come up with an convincing plan to justify investing in the Pennine Tower.
A Moebius Band of motorway formerly known as the M63 wraps and warps itself around the city, ever so conveniently linking the traffic of Greater Manchester with itself.
Ever so conveniently it passes through Stockport – only moments from my home.
Before the white man came.
The view from Princes Street along Hatton Street – towards Heaton Norris Rec.
A boon to the modern day motorist, though happily the modern day pedestrian is also catered for in the form of the Hatton Street Footbridge – linking Great Egerton Street below, with Heaton Norris Recreation ground above.
Images TS Parkinson – Stockport Image Archive
For the past two years the footbridge has been inconveniently closed, during the development of the Redrock Leisure Facility, built on the site of the former car park, in the foreground of the image above. Thus prohibiting the passage from the Post Modern world of the big brash entertainment box, to the leafy cobbled street beyond.
The Hatton Street footbridge has two spans of in-situ u-section deck, is at ground level on the north side, but is reached by steps or ramp from Great Egerton Street on the south.
William B Ball
I’m ever so pleased that access has been reinstated, from me it is both fully functional yet imbued with an elegant concrete sculptural grace, worthy of Niemeyer or Lasdun.
So take a walk on the slightly higher side, either way you win.