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Central Bus Station opens October 2 1933
Barry Edwards looks back to the 1930’s when Derby’s new bus station was heralded as the best in the country
Speaking at a lunch following the opening of the Central Bus Station on 2nd October 1933, Mr. G.C.Campell-Taylor, general manager of Trent, described Derby's new £31,076 terminal as "the finest in the country without exception", an opinion shared by the industry press at the time. As part of an ambitious central improvement scheme, C.H.Aslin, Borough Architect and future President of the Royal Institute of British Architects, had created a public transport facility that was, in 1933, unrivaled and unavailable anywhere else in the provinces and whose architectural impact, especially in the Modern Style Enquiry Hall complex, was on a par with Charles Holden's work in London, notably the ticket hall at Arnos Grove (grade 2 listed), opened in 1932 and widely regarded as an outstanding example of 1930's railway architecture, which though bigger in scale was arguably less impressive internally that Aslin's Art Deco creation in Derby.
The first "modern" bus and coach station had opened at Victoria, London, in 1932, though bus interchange facilities, complete with pavement platforms could be found at various station forecourts in the capital (such as Golders Green) from the early 1920s. Old fashioned bus pull-ins, yards and stations existed throughout the provinces such as at Durham where an ornate canopy covered a few bays or indeed in Derby itself where Trent had established an off street facility under a girder and glass roof in Albert Street (1922), rented from the Corporation. However, bus stations which resembled train stations with long covered platforms, enquiry halls, heated waiting rooms, cafes and shops were only in existence on the other side of the Atlantic.
Legislation allowing the Corporation to build a bus station and charge for its use came from the 1929 Derby Corporation Act (rather than the Road Traffic Act of 1930). Discussions started as early as 1931 and a number of main aims emerged. Firstly, in conjunction with the Central Improvement Scheme that would see the construction of Corporation Street and consequently bypass the narrow and at times over used Tenant Street, there was a wish to alleviate traffic congestion by encouraging regulated bus usage. Secondly, there was a wish to substitute architecturally attractive buildings for the unimposing semi-slum like properties that then existed between Tenant Street and the River Derwent.
Buses coming into Derby from out of town utilised some dozen stops in the central area, though Cheapside, Bold Lane, The Spot and Albert Street were the main stands, in addition to the Trent Station in Albert Street already referred to. However, it was rightly considered that a central point of arrival and departure would greatly assist travellers, especially those with luggage or those having to change services; hence the concept of a central bus station was born. Consequently, despite the vocal opposition of shop keepers, whose premises were near the old stands, and the private operators who saw an advantage of not being too near to their bigger rivals such as Trent, Aslin's buildings took shape and was ready for use by the autumn of 1933.
The 1930 Road Traffic Act allowed the East Midland Traffic Commissioners to dictate to all service bus companies, regular long distance coaches, excursions and tour vehicles not only that they must use the new bus station, but also the route they would take to reach it. Exempt were Corporation buses, workmen's, theatre and football specials. Forty-four buses could load at any one time, with 1,520 feet of platform allocated to different groups of operators.
The outer crescent with direct access to the new open market was for independent operators. The next two platforms were for Trent, also containing a purpose built operations centre for that company, and the platform nearest the enquiry hall and café specifically for long distance coaches and excursions. It was estimated that there would be initially 5,800 departures per week (charged at 1d a departure) and a steady income for the Corporation. The entrance hall, described as "impressive" by the industry press, contained a parcels and enquiry office with adjoining waiting rooms, toilets and shops. The upper floor, reached from either the enquiry hall or long distance platform, was described as a "capacious cafe, smokeroom and scullery". Detail was impressive, down to small bronze and glass showcases set in the terrazzo walls where goods could be displayed. This building, more than any other in Derby announced the arrival of the 20th Century in architectural terms and was unique in the provinces.
A major criticism was levelled at the platform layout as early as November 1933. The danger of crossing the traffic lanes between platforms was potentially significant; especially bearing in mind the curved nature of the station and despite marked out crossing points passengers have continued to have close encounters with buses ever since. Strict regulations controlled bus movements such as a maximum layover time of five minutes for all but long distance and excursion traffic; engines had to switched off unless the intention was to leave immediately and reversing strictly forbidden. Indeed if a driver overshot his stand he had to take his bus round again.
A public car park, petrol station and bus park for twelve vehicles lay on the cattle market side of the complex and from 1 January 1934 a bus-rail link (to use modern terminology) was provided by the Corporation by extending its Kedleston Road motor bus service down Siddals Road. Trolley buses provided a link to the Midland railway station or Market Place from April 1935, services using the new and spacious Corporation Street for the first time. Thus the potential for passengers to connect to rural, long distance or intercity services by direct transfer from Corporation town services was established, making the Central Bus Station a true interchange and the envy of other middle sized towns and large cities alike.
It is because of its unique pioneering role that Derby bus station is historically important. Delegations from other towns and cities paid visits and between 1935-7 scores of new stations opened, which in terms of providing a central point of departure and catering properly for passengers with waiting rooms, cafes and enquiry points reflected the good practice pioneered in Derby. Derby Corporation also provided a good example of how an Authority could work in harmony with its local bus companies, unlike the situation in some towns where, as in Lowestoft, the Corporation built a bus station where Eastern Counties refused to operate, the Traffic Commissioners supporting the company and leaving the Town Council with a white elephant.
Derby's 21st century planners had a choice. They could have insisted that the developers retain and restore the enquiry hall complex and integrate it into their Riverlights scheme as a pre-condition, thus earning the praise of this and future generations who value the historical and architectural integrity of our city. It could have formed part of the foyer of the proposed 'Holiday Inn' that will front the Morledge!
Where was the foresight, courage and determination to compare with those city fathers that planned and implemented the central improvement scheme in the 1930s which gave birth to the Bus Station in the first place?
Barry Edwards November 2007
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