Can we live up to Grey Street?
by Mike Downing
I have recently experienced the astonished delight of visitors not familiar with Newcastle at discovering the fine streets and views, buildings and spaces within it. I fill with civic pride and agree.
J Slade for N&N Society
Predominant in the city is Grey Street. Distinguished writers on cities, their form and architecture, have given us clues to the quality of our city and its environment. Ian Nairn was particularly effusive. Pevsner, usually the model of objectivity, shows signs of pleasure in the streets of the centre of the city. Calling Grey Street ‘Grainger’s best city street’ and one of the’ best streets in Britain’. He quoted a correspondent of 1838 speaking of the city centre in the following words “the proportion and correspondence of every part of the whole and the admirably grand effect produced by the perspective view from Mosley Street are calculated to impress the beholder with indelible surprise”. He goes on to provide an explanation of the street’s particular qualities in design terms. “The ranges”, he says, “are not symmetrical from a drawing board point of view, but on both sides they are so well balanced that the alternation of plain and adorned section comes off perfectly”.
Local authors’ opinions are often undervalued on the grounds of bias but those who can explain the details of their positive assessment, and who do not exceed the rules of making a balanced and honest judgement can and should be trusted in what they say. The professional assessments made on behalf of the city indicate the value in which this area is held. The city is determined that the quality the centre must be preserved. The undated Grainger Town Project Folder makes much of the commercial opportunities that its ‘redevelopment’ programme, “Building up not Tearing Down” would provide. This is not merely for sentimental or aesthetic reasons, but for a more hardnosed assessment that the design of places which have a good visual quality and in which people find it attractive to live and work, relax and explore, can prove to be highly lucrative. Grainger Town, readers will know, extends further west to St. James Boulevard, and in this area 40% of the buildings are listed with 20% of them Grade 1. The majority of these are in Grey Street.
The value of this remarkable city centre, expressed in the Grainger Town proposals, calls for the uncompromising maintenance of existing historic features, while enhancing the practical conditions for the inhabitants. The inspiration of living and working in a city with such an historic and cultural background is something magnificently demonstrated here. The need to develop as a modern city without undermining these qualities is paramount.
To the regrettable question “will this improve our economic situation” which governs so much modern thinking, the answer must be “YES – for the Tourist business”.
Yet it has to be said that Grey Street still fails to present itself in the best possible manner. Moving traffic presents an image of activity and has to be tolerated as a fact of modern life. This must not happen at a cost to the quality of the environment, nor affect pedestrian spaces and circulation. An argument may be made that it is impractical and has a negative effect on the commerce in such areas. Yet there are many examples in the UK and further afield where this management of traffic has resulted in the creation of areas which can be positively appreciated and enjoyed by pedestrians and be economically and aesthetically satisfactory. The pedestrianisation of Northumberland Street has been accepted as a success, though raising considerable doubts at the time. But Northumberland Street is architecturally humdrum. The fact that it works should make us think about how this treatment might be applied elsewhere.
Grey Street was never designed for motor traffic and the view down the street which so charmed visitors in the nineteenth century is badly affected, if not ruined, by their presence. The argument might now be put forward to pedestrianise the whole street. It is less dependent on large scale or heavy deliveries than Northumberland Street. The number of car parking spaces lost as a result of pedestrianisation could surely be accommodated nearby in the extensive multi storey parking facilities of the neighbourhood. If more parking were required additional facilities in the rear areas behind the street on either side could be considered. It is not only the stationary traffic which is subject to problems. It is clear that limited spaces at certain points cause problems for traffic movement. This is unsatisfactory not merely for those who admire the view, but perhaps more so practically for those who find themselves in a traffic jam! Pedestrianisation might be too radical and reduce the levels of activity to give a ‘dead’ appearance and this must be a consideration. A less radical solution might be to limit the use of the road to buses and to have a redesigned floor pattern which accommodates pedestrians, though the prevalent fashion for open air café spaces should be closely controlled. Only by reclaiming the street from the motor car can we see Newcastle as it should be. This must address the need for efficiency of operations, whatever they may be, as well as healthy conditions for pedestrians. A compromise solution should be found, complete removal of vehicles being too difficult for the functioning of the area and maintaining its life, whereas the continuation of free access for all vehicles, even without allowing parking, may still be too much for the character of the street. I would like to present this dilemma without actually offering the ‘right’ answer. My own position is perhaps not completely concealed, but what I hope is that this article might persuade some like-minded members of the Society to respond.
City and County
February 2009
