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This is a truncated hexahedron that has had 6 square-cupola-shaped holes excavated from the octagonal faces. Composed solely of squares and triangles, it is a mish-mash of different face-based modular origami "technologies":
- Purple-green-and-orange central cube: 6 Double Stopper modules (from Tomoko Fuse's Kusudama Origami, page 52) These units have 4 pockets and no flaps; I had to improvise "Y"-shaped joining tabs from leftover paper in order to connect the double stoppers together while still leaving 12 flaps free at the cube's edges.
The Double Stopper units are made of three nested square sheets, with each nested square being half the area of the next largest square. The completed units each took 2.25 sheets of paper, not counting leftovers. There was no need for scissors as I simply tore my orange sheets into fourths to make the central squares.
- Purple tetrahedron walls: 24 Regular Triangle modules (Kusudama Origami, page 70.) These units have three flaps and no pockets, so they were double-stuffed into the roomy Square Flat Unit modules.
- Green tetrahedron bases: 8 Equilateral-triangular Flat Unit II modules (from Kunihiko Kasahara's Origami Omnibus, page 204.) These units have 3 spacious pockets and no flaps, so they slipped rather snugly over the 24 free flaps on the Regular Triangle modules in the corners.
- Square cupola walls: 12 Square Flat Unit modules (from Tomoko Fuse's Unit Polyhedron Origami, page 8.) These units have 4 spacious pockets and no flaps, and I only had to use three of the four pockets on each unit anyway. They're made from two whole sheets of paper, which is wasteful, but it also afforded me the opportunity to color each side of the squares differently.
All of these units are remarkable because each one has a side length which is exactly 1/2 the length of the original sheet of paper, meaning they are all compatible. This meant that I had a wide variety of options for "where to get the flaps" to fill pockets and vice versa. The solution I came up with here is by no means unique.
All told, I needed 65 sheets of paper to complete this project, including 25.5 sheets of Halloween-themed scrapbook paper.
And yes, the Geomag folks did it first. But my truncated cube is made of paper, so there!
The AgustaWestland AW109SP is a light, twin-engine helicopter commonly used for corporate and VIP transportation, law enforcement, and emergency medical services. It has a spacious cabin, advanced avionics, and a high cruise speed and range, making it a popular choice for various missions. The AW109SP is known for its versatile capabilities and high level of performance.
The spacious and luxurious Deluxe rooms in Hotel de la Paix .The furnitures blend beautiful Every room enjoys a fine view over Lake Geneva. Well-equipped bathrooms include bath, separate shower and first class toiletries.
Room size:
From 35 to 45 square metres (from 377 to 484 square feet)
This image is protected by copyright, no use of this image shall be granted without the written permission from Yaman Ibrahim.
Or Dover Marine.
Or even Dover Admiralty Pier station.
It has been all of them. But is now Dover Cruise Terminal.
We got news from a friend, Paul, that the station was open on Good Friday, so we went down just after it opened. There were massive queues leading to the Western Docks, and all along Townwall Street leading to the port, was blacked with stationary traffic. A little bit of heading through Market Square, and hoping that the police had kept the roundabout open at the end of York Street, they had, so we were clear to head to the old station.
Although the tracks have been filled in with concrete, the rest of the station is pretty complete and in good order, especially after a major refurbishment last year.
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This was a large, spacious, and impressive station, located within a maze of lines upon a tight triangular junction between the routes from Folkestone and Dover Priory. The origins of the terminus and general railway expansion in the Dover area derive from a need to cope with ever-increasing traffic, both local and boat services. Indeed, many capacity issues upon both SER and LC&DR networks were properly addressed after the formation of the SE&CR. The SER had initially commenced through running to Dover on 7th February 1844, after an eastward extension from Folkestone, which involved taking the railway along the dramatic coastline of Folkestone Warren. This had witnessed the blowing up of sections of chalk cliff with gunpowder, and boring three tunnels:
Martello Tunnel: 532-yards
Abbotscliff Tunnel: 1,942-yards
Shakespeare Tunnel: 1,387-yards
The SER ran into what later became known as ‘’Dover Town’’ station, and between here and Shakespeare Tunnel, the double-track line was elevated upon a wooden framework. The SER’s Town station was a large affair, comprising five tracks entering the terminus from the west, all of which were protected by a large twin-span overall roof. Substantial three-storey-high railway offices backed onto the rear of the platform lines, these being constituted of the customary yellow brick, lined at the edges with stone. Extension beyond the terminus took place in 1860, by means of a single track exiting the rear (east) of the layout, veering southwards onto a stone-built pier head. The latter, known as the ‘’Admiralty Pier’’, carried a double-track and allowed trains to come directly alongside steamer boat services to France. In July of the following year, the LC&DR commenced through running between Victoria and Dover Priory. Also in 1861, after the boring of a 684-yard-long tunnel southwards through the Kentish chalk, from Priory station, the ‘’Chatham’’ line was brought closer to the earlier SER station. The LC&DR opened ‘’Dover Harbour’’ on 1st November 1861, which was a terminus affair comprising two platform faces, separated by three tracks, all of which were protected by a single-span triangular-shaped trainshed. Just like the SER’s Town station, Dover Harbour ceased to be a terminus proper when a single-track was taken beyond the original buffer stops, down to the Admiralty Pier. LC&DR services commenced to the pier on 30th August 1864, where separate platforms were provide for both ‘’Chatham’’ and SER companies. The platforms were arranged in an end-to-end fashion along the same section of track, rather than serving their own separate lines upon the pier. The LC&DR’s southward extension from Dover Harbour formed the second side of what would later become a triangular junction – the SER had created the first southern side of the arrangement, as a result of its initial 1860 opening of the short section of line between Dover Town and Admiralty Pier.
On 15th June 1881, the SER and LC&DR opened the ''Dover & Deal Joint Line'' – a rare example of the frenetic rivals cooperating. To allow the SER direct access to this line from its trunk route via Folkestone, a double-track spur (the ‘’Hawkesbury Street Curve’’) between Dover Harbour station and the Dover Town approaches came into use on the same day – the triangular junction was now complete. The SER was granted running powers over LC&DR metals through Priory station, and a number of local services now bypassed Dover Town. However, to compensate for this, additional platform surfaces were brought into use upon the connecting spur. The area in-between the two sites was already heavily built up, but early maps suggest that demolition in the locale, to accommodate the spur, was surprisingly modest. At the ‘’Chatham’’ end of the spur, signalling was installed by contractors Stevens & Sons.
The formation of the SE&CR Joint Managing Committee on New Years Day 1899 marked the beginning of a new era of railway expansion and improvements on the erstwhile independent networks of the SER and LC&DR. Of prominence during this company’s tenure was the St Johns to Orpington quadrupling works, between 1900 and 1905, which involved physically connecting both Tonbridge Cut-Off and ‘’Chatham’’ main lines in the vicinity of Chislehurst. In the Dover area, alterations began with the closure of the platforms upon the connecting spur between SER and LC&DR lines, in 1903. Subsequently, in 1912, major works began alongside the Admiralty Pier, to create an artificial platform within the water, on which a whole new terminus station was to be built. The latter was to be a spacious affair, dedicated to boat traffic only, and would permit the closure of existing station sites. Creating the platform involved dumping large quantities of chalk into the water immediately east of the Admiralty Pier. As it later transpired, the Admiralty Pier was not demolished, but rather, was absorbed into the new works to become the western side of the sea platform. Construction of the terminus commenced in 1913, and by the outbreak of the Great War in August 1914, the majority of the building work had been completed. A splendid vaulted train shed roof, comprising seven spans of varying widths, had been erected. The station measured 170-feet in width, and at its longest point stretched to 800-feet. The well-covered terminus comprised four 693-foot-long platform faces, arranged in the form of two spacious islands of concrete construction.
Wartime economies saw the closure of the ex-SER Dover Town station in 1914, which was never to reopen, but the retention of the ex-LC&DR Harbour and Priory stations, to which all services were now diverted to. The demise of the Town station was coupled with the closure of the three-road engine shed adjacent to the Hawkesbury Street Curve, and the concentration of the area’s locomotive allocation on the depot at Priory. The withdrawal of boat services on the outbreak of war saw that the semi-complete SE&CR terminus had no passenger traffic to serve. Despite its unfinished state, the station was quickly brought into use on 2nd January 1915 for military traffic, initially in the form of ambulance trains. Although the trainshed was virtually complete by this time, a significant feature still lacking was the marvellous stone façade which now graces the structure’s landward elevation. Completion of building works came after the cessation of war in November 1918, and the first passenger boat trains commenced to the terminus on 18th January 1919, the station being christened ‘’Dover Marine’’.
Attractive single-storey red brick offices, complete with war memorial, were built upon the platform surfaces, and both platform islands and the exit were linked by a lattice footbridge at the northern end of the terminus, located within the trainshed. The incorporation of the SE&CR’s main war memorial here was unusual, for the other large railway companies erected these at their main termini in London. The layout upon the sea platform had grown to an extensive arrangement of tracks, numerous sidings having been brought into use to handle substantial levels of freight traffic during the war period. Dover Marine was controlled by an SE&CR-designed 120-lever signal box positioned to the west of the station, immediately adjacent to the tracks from Priory. The signal box comprised a substantial brick base and was in fact a much larger version of the signal cabin which still exists at Folkestone Harbour, demonstrating traits of those early Saxby & Farmer products. A 455-foot long enclosed glazed footbridge was suspended above the double-track of the former Admiralty Pier, and this took passengers over the complex approaches from the Folkestone direction. A physical connection was also made between this footbridge and the Lord Warden Hotel. The latter was a four-storey colossus, the main section of which was built upon a floor plan of 130-foot by 120-foot. Originally opened in 1851, the hotel was built on a site immediately behind the SER’s Dover Town station.
Locomotive facilities at the site initially comprised just a turntable and cylindrical water tank, located behind the signal box. As previously mentioned, on the closure of Dover Town, the locomotive allocation was concentrated on the existing depot at Priory. However, the inadequacy of the Priory site was emphasised after completion of the SE&CR’s Dover area enlargement works, and a new improvement scheme was soon set in motion after the formation of the Southern Railway. The SR devised a modernisation programme for the Dover area, which included a comprehensive rebuilding of Priory station, the closure of Harbour station, and the building of a new motive power depot. The proposals got underway in 1924, with the confirmation of a 280-foot-long five-road locomotive shed, to be built to the west of Dover Marine, alongside the running lines from Folkestone. As per the construction of the twelve-acre platform for the Marine station, large quantities of chalk were dumped into the sea, beside the former site of the ex-SER’s Dover Town, to reclaim enough land for a spacious complex. The depot came into use during 1928, comprising four eastward-facing dead-end tracks, a single through track, and a sixth line which terminated within an adjacent repair shed. The provision of a 65-foot turntable at the site resulted in the removal of that which resided behind the signal box at Dover Marine, and the water tank there also disappeared. The commissioning of the engine shed, which at 2007 prices cost approximately £7,767,500 to build, allowed the closure of the shed at Priory station, allowing the site there to become part of an enlarged goods yard. Dover Harbour station was subject to closure on 10th July 1927, all local traffic being concentrated at Priory and boat services being served exclusively at Marine station. Other improvements in the Dover area during the SR’s tenure included the rebuilding of the elevated track bed east of Shakespeare Tunnel from wood to concrete, and the laying of coal sidings at the Eastern Docks. Eight freight sidings also came into use alongside the Hawkesbury Street Curve, at Bulwark Street, partially upon the former site of the SER’s Dover Town engine shed. A dock basin for the train ferry, fed by a double-track emanating from the Dover Priory route, came into use during 1936, to the north of the Marine terminus.
Before continuing, it is worth examining one of the out-of-the-ordinary boat trains that served Dover Marine. Initially, the French inaugurated the ‘’Flèche d’Or’’ on 11th September 1926, a prestigious boat train running between Calais and Paris. The ‘’Compagnie Internationale des Wagons-Lits’’ (International Sleeping Car Company) ordered twenty British Pullman vehicles to operate the service: fifteen kitchen cars (Nos. 4001 to 4015) were built by the Birmingham Railway Carriage & Wagon Company, and fifteen parlour cars (Nos. 4016 to 4030) were constructed by the Metropolitan Carriage, Wagon & Finance Company. The luxury vehicles were delivered new in the now renowned Umber and Crème ‘’New Standard’’ Pullman colours of the British fleet, and were operated as pairs, rather than individual carriages. With reference to the latter, this meant that a kitchen car and a parlour car would be semi-permanently coupled into a pair known as a ‘’Couplage’’, or, if you like, ‘’Linkage’’. Initially, the Flèche d’Or service was operated by two trains, each ten vehicles in length. From 1932 onwards, Pullman vehicles were repainted into the standard colours worn by the rest of the Wagon-Lits fleet: a lighter shade of crème appeared in place of the British colour, and the umber lower half became dark blue.
The French’s efforts were matched on the other side of the Channel by an all-Pullman service run by the Southern Railway from Victoria. Colloquially, this was referred to as the ‘’White Pullman’’, because the other Pullman cars on the Eastern Section at that time still wore the crimson lake livery of the SE&CR. Officially, however, the service was called the ‘’Continental Express’’, but it was nevertheless referred to by passengers as the ‘’Golden Arrow’’, the English translation of the French title. This was a sign of things to come, for on 15th May 1929, the SR’s all-Pullman boat train service was re-launched as the ‘’Golden Arrow’’. Significant engineering works occurred on the ex-SER trunk line between Petts Wood Junction and Dover, which involved strengthening bridges to accommodate the heavier engines planned to haul this prestigious service. Maunsell ‘’Lord Nelson’’ 4-6-0 locomotives were selected as the prime motive power, with Urie 4-6-0 ‘’King Arthur’’ engines (later modified by Maunsell) supplementing the fleet.
Much of the time, the outward ‘’Golden Arrow’’ from Victoria was booked to arrive at Folkestone Harbour, but the return portion instead started at Dover Marine, which gave rise to some interesting shunting movements. As mentioned elsewhere on the website, the Folkestone Harbour branch has never had a direct connection with the main line, and access to it can only be made by means of a headshunt manoeuvre. This arrangement was implemented as a safety measure from the outset, since the branch descends at a steep gradient of 1 in 30 to the harbour. Thus, the Pullman service would arrive at Folkestone Junction, and initially terminate in the reception sidings positioned to the east of the station there, where the connection with the Harbour Branch was made. An ex-SE&CR R1 Class 0-6-0 Tank would then attach itself to the rear of the train, whilst the ‘’main line’’ engine was detached, and take the Golden Arrow stock down to Folkestone Harbour. This released the ‘’main line’’ locomotive from the headshunt, and consequently, it ran light along Folkestone Warren, to Dover Marine. At the latter, the engine would be rotated, more often than not by means of the triangular junction between the converging lines from Folkestone, Priory, and Marine stations, rather than on the turntable at Dover shed. After rotation, the locomotive would then head back to Folkestone Junction to collect the empty Pullman stock for the return working, which had previously been banked up the steep Harbour Branch incline by as many as four R1 Tanks. The tank engines would usually bring the train out onto the running lines at the Junction station, allowing the express locomotive to immediately couple to the stock. The Pullman vehicles would then be hauled empty to Dover Marine to form the return working to Victoria. This involved some indignity for the engine because for this empty stock movement, it had to run tender-first.
The declaration of war on Germany on 3rd September 1939 signalled the beginning of harsh times for the Port of Dover, as it became a prime target for bombing raids. Boat trains and steamer services were suspended immediately, and passenger services to the Marine station ceased. The Marine site was again dedicated to military traffic, just as it had been during World War I, and as a consequence, services along the ex-SER route went no further than Folkestone. Indeed, consistent shelling over the Channel, from France, had made the site unsafe to handle any form of passenger traffic, and even the 1928-opened engine shed had to close during the conflict, all engines being stationed at Ashford for the duration. The attractive Marine station suffered damage to the trainshed roof, but thankfully, this was modest enough to deem it practical and worthwhile to repair, normal service at the station resuming after the conflict. Since the advent of World War II, the prominent Lord Warden Hotel had been used as offices; the Marine Department occupied the building from 1952 onwards, by which time it was known as ‘’Southern House’’.
Initially, the British Railways era did not necessarily mean rationalisation for this extensive site, as it did at so many other stations nationwide. Rather, the emphasis was on modernising facilities, to cater for new rail freight boat traffic which, in these pre-Chunnel days, was still important and by no means in decline. Modernisation of the site began in 1953, with the renewal of the five quayside cranes which ran alongside the northern wall of the terminus. This was followed in February 1956 by the approval of the Kent Coast Electrification Scheme. Published within an ‘’Extension of Electrification’’ report of 1957 were the alterations proposed for the Marine station. In early 1959, the station was closed to passengers temporarily to allow modifications to be carried out. These involved the extension of both island platforms westward by 114-feet, beyond the extent of the trainshed, and the installation of canopies above the exposed surfaces. The platform extensions were constituted of prefabricated concrete components, manufactured at Exmouth Junction concrete works; the platform canopies were W-shaped and lacked any form of valance. The latter were virtually enlarged versions of the equally clinical canopies which emerged at the rebuilt Folkestone Central and St Mary Cray stations, and these additions somewhat marred the attractive stone façade of the SE&CR station. Third rail was installed on all platform lines during 1959, as part of the ‘’Chatham’’ line electrification of the scheme’s ‘’Phase 1’’, and these were subsequently energised for the commencement of the full electric timetable via this route on 15th June of that year. An enclosed riveted steel footbridge was also erected across the approach tracks from Dover Priory, linking the main entrance beside the Lord Warden Hotel with the Customs Hall, on the northern perimeter of the Western Docks. Naturally, steam continued to visit the station by means of the ex-SER trunk line from the Folkestone direction until the implementation of a full electric timetable on this route on 18th June 1962. The Golden Arrow had been hauled by E5000 series electric locomotives since 12th June 1961. Colour lights installed at the Marine station during the electrification scheme were of the three-aspect type. Before electrification, the empty stock of arrived services would be shunted out the seaward end of the trainshed, and up along the extent of the old Admiralty Pier, to clear the platform lines. Locomotives would also be required to run-a-round using the Admiralty Pier tracks.
The commencement of electric haulage on the Golden Arrow in the June of 1961 coincided with the demise of Dover engine shed. Hitherto, the depot had the responsibility of servicing the Stewarts Lane-allocated steam locomotives which brought the luxurious train down from Victoria. Closure of the sub-shed at nearby Folkestone Junction also occurred, but the site of Dover MPD was put to new railway use, becoming host to a plethora of goods sidings. Closure of goods sidings at Bulwark Street occurred on 15th August 1966, but Archcliffe Junction – at the Folkestone end of the Hawkesbury Street Curve – remained in existence. In the following decade, major works were planned around the Marine station’s peripheral: in 1973, proposals were put forward for the construction of a roll-on-roll-off vehicle shed, and in 1974, planning of a new hoverport at the Western Docks began. After a consultation period spanning 1975 to 1976 inclusive, the hoverport was formally commissioned for operation on 5th July 1978, and replaced a smaller affair situated in the Eastern Docks. Track rationalisation had also occurred beyond the rear of the trainshed, and the ‘’Golden Arrow’’ had ceased between Victoria and the Channel Ports after a final run on 30th September 1972. Since 1969, the number of Pullman cars in the train had been whittled down to five, and the rest of the formation consisted of Second Class BR Mk 1 vehicles.
On 14th May 1979, Dover Marine station was renamed ‘’Dover Western Docks’’, and on 31st October of the following year, the ‘’Night Ferry’’ London to Paris train made its final run. This had first operated on the evening of 14th October 1936, between London Victoria and Paris Gare du Nord, via Dover Marine and Dunkirk. The service was unique among the boat trains, because the carriage stock travelled across the Channel with the passengers and ran on both British and French railway networks. Indeed, the vehicles were smaller than standard Continental carriage stock, having been specially built to meet the restrictive loading gauge of the British system. The service had been suspended during the war years, the last train running through to Paris over the night of 3rd/4th September 1939. After the cessation of the conflict, the ‘’Compagnie Internationale des Wagons-Lits’’ (CIWL: International Sleeping Car Co.) found itself engaged in a search and rescue mission over the whole of Europe, to find several missing carriages. Stock of both the ‘’Night Ferry’’ and ‘’Orient Express’’ services had been taken over by the Germans, camouflaged and armoured, and subsequently used as army vehicles. The ‘’Night Ferry’’ service was resumed on 14th December 1947, and this was followed ten years later by the addition of a through sleeping car to Brussels. A sleeping car for Basle, Switzerland, was added to the service in 1967, but this lasted just two years.
Over the five years which followed the renaming of the station to ‘’Dover Western Docks’’, truncations of the lines within the trainshed, at their seaward ends, saw a ground level walkway come into use for passengers, behind the new buffer stops (a headshunt did, however, still remain for locomotive-hauled services). The SNCF train ferry continued to handle an abundance of ferry vans, shunted by Class 33/2 locomotives – the latter had been under the auspices of Railfreight Distribution (RfD) since that Business Sector’s formation on 10th October 1988. The ferry itself accommodated a double-track, and to maintain balance on the vessel, wagons on both lines would be loaded and unloaded simultaneously. During 1993, the train ferry shunting duty passed to Class 09 diesels.
Channel Tunnel boring began on 1st December 1987, and in light of this, the British Rail Board produced the dreaded report in 1989: the ‘’Proposed closure of Dover Western Docks Station and Folkestone Harbour branch’’. Passenger boat traffic was now seen as a thing of the past, as the advent of the proposed ‘’Eurostar’’ services through the Chunnel would now cater for this, providing a much faster and efficient service. Some of the freight carried upon the ferries could be transferred for haulage through the Chunnel; certain traffic, however, such as chemicals and inflammables, were not permitted through the tunnel, as they were safety hazards. Handling of these goods would therefore transfer to the Eastern Docks, involving the use of road transport, due to the lack of a rail connection there. During 1992, the headshunt facility at Western Docks station was taken out of use, meaning that locomotive-hauled services had to be shunt released – the latter duty was generally undertaken by a RfD Class 33/2. The fateful day was on Saturday 24th September 1994, when 4 CEP No. 1604 departed with the last advertised public departure to Victoria, scheduled for 21:44. The following day, the closure of the station was marked by the visit of ex-BR Pacific No. 70000 ‘’Britannia’’, with ‘’The Continental Farewell’’ rail tour from London Victoria. This had travelled via Balham, Beckenham Junction, and Tonbridge. The locomotive was masquerading as No. 70014 ‘’Iron Duke’’, which was one of two ‘’Britannias’’ formerly associated with the haulage of the famous ‘’Golden Arrow’’ on the South Eastern Division, between the years of 1952 and 1958 inclusive. At Western Docks, the tour met another ex-Golden Arrow locomotive, but of a more modern era: Type ‘’HA’’ E5000 series No. E5001. This locomotive fronted two tours on the same day, taking the excursion stock from Western Docks to Ashford and back, via Folkestone and Canterbury West.
It was not the total end of Dover Western Docks – yet. Until 19th November 1994, empty stock movements to and from the station continued to be available to passengers, albeit not advertised in the official timetable. Thereafter, the trainshed became a useful facility for stabling electric units for cleaning, until complete closure came with the decommissioning of the SE&CR signal box on 5th July of the following year. The bulldozers finally moved in at the beginning of 1996, but thankfully, since the main building was protected by Listed Status, demolitions only encompassed those additions made in 1959, as part of the Kent Coast Electrification Scheme. Naturally, the tightly curving track, with its famous crossovers, was also lifted, and as part of the works to convert the trainshed into a cruise liner terminal, the gap in-between the island platforms was in-filled, to provide a continuous floor at the same level. All red brick offices upon the platforms were retained, as was the elongated footbridge towards the Lord Warden Hotel. Even the substantial SE&CR signal box remained on site as office accommodation, but unlike the main station structure, this was not a Listed building. Tragically, the signal box met its end in 2000. The train ferry dock basin of 1936 was in-filled, and today its site is host to a sand operation.
The British Rail Board’s original report of 1989 outlined the closure of the Folkestone Harbour branch, but in the midst of the redevelopment at the Western Docks, the renowned steeply graded line continued to enjoy services. Unlike at Dover, where the passenger ferries at Eastern Docks were detached from the railway, Sea Cat sailings continued to operate from the railway pier at Folkestone, even after the opening of the Chunnel. These justified the retention of rail services to the Harbour station, which continued until the transference of the Sea Cat to Ramsgate in 2001.
First full day of our Smoky Mountains photo adventure.
Tuckaleechee Caverns Townsend, Tennessee
Monday, August 19th, 2019
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The "The Gables" has a beautiful dining room with a spacious bay window and a smaller lancet window featuring Art Nouveau stained glass, and an elegant tiled fireplace. It was the first room used for a wedding breakfast when "The Gables" became a venue for hire. The stained glass in both the bay window and the side lancet window feature stylised Art Nouveau fruit hanging from elegantly draped branches and vines, and flowers. Some of the fruit look like oranges, some apples, others plums and some pomegranates. The flowers look very much like lilies, as found elsewhere in the house.
"The Gables" is a substantial villa that sits proudly on leafy Finch Street in the exclusive inner city suburb of East Malvern.
Built in 1902 for local property developer Lawrence Alfred Birchnell and his wife Annie, "The Gables" is considered to be one of the most prominent houses in the Gascoigne Estate. The house was designed by Melbourne architect firm Ussher and Kemp in what was the prevailing style of the time, Queen Anne, which is also known as Federation style (named so after Australian Federation in 1901). Ussher and Kemp were renowned for their beautiful and complex Queen Anne houses and they designed at least six other houses in Finch Street alone. "The Gables" remained a private residence for many years. When Lawrence Birchnell sold it, the house was converted into a rooming house. It remained so throughout the tumultuous 1920s until 1930 when it was sold again. The new owners converted "The Gables" into a reception hall for hire for private functions. The first wedding reception was a breakfast held in the formal dining room in 1930, followed by dancing to Melbourne’s first jukebox in the upstairs rooms. Notorious Melbourne gangster Joseph Theodore Leslie "Squizzy" Taylor was reputed to have thrown a twenty-first birthday party for his girlfriend of the day in the main ballroom (what had originally been the house's billiards room). "The Gables" became very famous for its grand birthday parties throughout the 1930s and 1940s. With its easy proximity to the Caulfield Race Course, "The Gables" ran an underground speakeasy and gambling room upstairs and sold beer from the back door during Melbourne’s restrictive era of alcohol not sold after six o'clock at night. Throughout its history, "The Gables" has been a Melbourne icon, celebrating generation after generation of Melbourne’s wedding receptions, parties and balls. Lovingly restored, the atmosphere and charm of "The Gables" have been retained for the future generations.
Grand in its proportions, "The Gables" is a sprawling villa that is built of red brick, but its main feature, as the name suggests, is its many ornamented gables. The front façade is dominated by six different sized gables, each supported by ornamental Art Nouveau influenced timber brackets. The front and side of the house is skirted by a wide verandah decorated with wooden balustrades and rounded fretwork. "The Gables" features two grand bay windows and three other large sets of windows along the front facade, all of which feature beautiful and delicate Art Nouveau stained glass of stylised flowers or fruit. Impressive Art Nouveau stained glass windows can also be found around the entrance, which features the quote made quite popular at the time by Australian soprano Nellie Melba "east, west, home's best." Art Nouveau stained glass can be found in all of the principal rooms of the house; both upstairs and down. “The Gables” also features distinctive chimneys and the classic Queen Anne high pitched gable roofs with decorative barge-boards, terra-cotta tiles and ornate capping.
As a result of Federation in 1901, it was not unusual to find Australian flora and fauna celebrated in architecture. This is true of "The Gables", which features intricate plaster work and leadlight throughout the mansion showing off Australian gum leaves and flowers. "The Gables" has fifteen beautifully renovated rooms, many of which are traditionally decorated, including beautiful chandeliers, ornate restored wood and tile fireplaces, leadlight windows, parquetry flooring, sixteen foot ceilings and a sweeping staircase. The drawing room still also features the original leadlight conservatory "The Gables" boasted when it was first built.
"The Gables", set on an acre of land, still retains many of the original trees, including the original hedge and two enormous cypress trees in the front. The garden was designed by William Guilfoyle, the master landscape architect of the Royal Botanical Gardens, and "The Gables" still retains much of it original structure. It features a rose-covered gazebo, a pond and fountain, as well as the tallest Norfolk Island pine in the area, which can be seen from some of the tallest skyscrapers in the Melbourne CBD.
Henry Hardie Kemp was born in Lancashire in 1859 and designed many other fine homes around Melbourne, particularly in Kew, including his own home “Held Lawn” (1913). He also designed the APA Building in Elizabeth Street in 1889 (demolished in 1980) and the Melbourne Assembly Hall on Collins Street between 1914 and 1915. He died in Melbourne in 1946.
Beverley Ussher was born in Melbourne in 1868 and designed homes and commercial buildings around Melbourne, as well as homes in the country. He designed "Milliara" (John Whiting house) in Toorak, in 1895 (since demolished) and "Blackwood Homestead" in Western Australia. He died in 1908.
Beverley Ussher and Henry Kemp formed a partnership in 1899, which lasted until Beverley's death in 1908. Their last building design together was the Professional Chambers building in Collins Street in 1908. Both men had strong Arts and Crafts commitments, and both had been in partnerships before forming their own. The practice specialised in domestic work and their houses epitomize the Marseilles-tiled Queen Anne Federation style houses characteristic of Melbourne, and considered now to be a truly distinctive Australian genre. Their designs use red bricks, terracotta tiles and casement windows, avoid applied ornamentation and develop substantial timber details. The picturesque character of the houses results from a conscious attempt to express externally with gables, dormers, bays, roof axes, and chimneys, the functional variety of rooms within. The iconic Federation houses by Beverley Ussher and Henry Kemp did not appear until 1892-4. Then, several of those appeared in Malvern, Canterbury and Kew.
Queen Anne style was mostly a residential style inspired by the Arts and Crafts movement in England, but also encompassed some of the more stylised elements of Art Nouveau, which gave it an more decorative look. Queen Anne style was most popular around the time of Federation. With complex roofline structures and undulating facades, many Queen Anne houses fell out of fashion at the beginning of the modern era, and were demolished.
A view from the ambulatory toward the south transept and the south nave aisle, Saint Gatien Cathedral in Tours.
HDR
A lovely Scottish home with beautiful patio view of Bla Bhein on the road near Loch Slapin north from Elgol.
Spacious interior of a class JS locomotive cab. Air brake nearest the driver, independent air brake (for engine and tender only - see StD's comment below) ahead of that. Under the driver's forearm is the handle, with ratchet, for the air-operated reverser; the loco is in back gear. By the driver's feet are two floor buttons, one for the air horn, one for the chime whistle.
The pull-up handle by the driver's seat is for the left-hand injector, the shiny rod on the right the lever for opening the 'butterfly' firehole doors - however, the doors are normally operated by air via a button on the cab floor. Above the latter is a kettle. Spare shovel hung on the firebox backhead.
The cab window has a canopy outside so that in rain and snow you can stick your head out (especially when going backwards) without getting wet. Most of these engines had a car wing mirror screwed to the windowsill - handy given half of all movements are in back gear. The rear of the cab extends into the front of the tender - in which there is a bed of sorts; presumably for use during any prolonged periods of inactivity.
Sandaoling open-cast mine, Xinjiang province, China.
In the spacious loft of the barn that we visited last Friday, in Peabody, Grey County, Ontario ......straw, hay, a granary..... and air conditioning....with a little free snow! All in good condition... and impressive to think of this being constructed in 1870.... 140 years ago...by pioneers !!!! strong and sturdy pioneers !!!!
There is another wing to this barn, almost as large, built in 1890, which we did not enter.
Photo links to the rest of this story, in the small pic below...if you have not already seen it. Worth the look, in my opinion !!!!
Non hdr & no polarizer used on this. Just some minor adjustments in Photoshop Elements 6. I'm loving my new Tokina 11-16 2.8 lens.
Stay in style to experience a spacious, luxurious with a blend of modern and stylish furniture of the Deluxe room at the Hotel de la Paix in Geneva Switzerland. Deluxe rooms have a view on the Geneva Lake and are well equipped : Room size are From 35 to 45 square metres (from 377 to 484 square feet)
Tatra 12 vintage car interior in the Museum of Transportation section at the National Technical Museum, Prague
"Spacious Comfortable Bungalow" is the way this was described. The Blue Ribbon plans may have had some kind of plan ID in the book, but not in the magazine. This house has a great porch.
Source: American Builder
We picked up our rental car at Charles DeGaulle Airport on a busy Monday morning and headed northwest, away from Paris. In 90 minutes our GPS had led us to this quiet, idyllic place and our spacious room was ready. We were able to get a nice long nap to help get over the jet lag from our overnight flight, and then we enjoyed a superb early dinner at Giverny's Hotel Baudy, home of many Impressionist painters in the late 1800's. Valerie was the perfect hostess (speaking excellent English) and everything about our stay here was first class at a cost much lower than anything we could have found in Paris. We highly recommend it!
"Situated on the hills above Giverny, on the edge of the woods and orchards, La Reserve invites you to stay in one of it’s five rooms, all overlooking the garden.
The Reserve is a charming Bed and Breakfast where Valerie and Francois Jouyet, and sometimes their children, will give you a friendly and generous welcome, over a glass of their homemade cider or a cup of tea.
This long building of 600 square metres, set-down in a clearing of 5 hectares, is an oasis of idyllic calm, preserved from the nearby hustle and bustle of tourists in the Impressionism Museum and Claude Monet’s Gardens.
The breakfasts, served in the large family dining room, are always appreciated : fresh fruit skewers, fresh orange juice, yoghurts and cottage cheese from “La Ferme du Pré” (whose cows graze in La Reserve’s fields), our baker : Aux Ducs de Normandie” for excellent bread and pastries, our home-made jams, without forgetting the delicious and unique “caramel de Pommes” !
The large homely lounge (like in a friend’s house) is the ideal place on your return from visits. Sitting by the stone fireplace, with a good book, and close to the billiard table or piano, you will share happy moments with the other guests.
The bedrooms, all decorated differently, offer refinement, authenticity and comfort. Our bed and breakfast reflects the special charm of the 18th century and our mission is to share with you the gentle and leisurely pace of times gone by."
.....
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A long planned visit to Leeds to record the church.
Leeds is just off the M20, and nearby to Leeds Castle, which means the roads are often busy. St Nicholas is on the main road leading up the down, but before the road gets narrow as it winds between the timber framed houses. Thankfully there is good parking next door, so we were able to get off the main road and out of the traffic, as unbeknown to us, there was a classical music show on that night, and most of Kent were going and in the process of arriving.
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One of the largest twelfth-century towers in Kent. The arch between tower and nave is of three very plain orders with no hint of the usual zigzag moulding of the period, and is so large that a meeting room has recently been built into it. The nave has three bay aisles and short chapels to north and south of the chancel. The outstanding rood screen was partially reconstructed in 1892, and runs the full width of nave and aisles - with the staircase doorways in the south aisle. That the chancel was rebuilt in the sixteenth century may be seen by the plain sedilia through which is cut one of two hagioscopes from chapels to chancel. The north chapel contains some good seventeenth- and eighteenth-century tablets and monuments. The stained glass shows some excellent examples of the work of Heaton, Butler and Bayne (south aisle) whilst there is an uncharacteristically poor example of the work of C.E. Kempe & Co. Ltd. in the north aisle. The church has recently been reordered to provide a spacious, light and manageable interior with excellent lighting and a welcoming atmosphere without damaging the character of the building.
www.kentchurches.info/church.asp?p=Leeds
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LEEDS
IS the next parish southward from Hollingborne. Kilburne says, that one Ledian, a chief counsellor to king Ethelbert II. who began his reign in 978, raised a fortress here, which was called in Latin, from him, Ledani Castrum, and in process of time in English, LEEDS. This castle was afterwards demolished by the Danes, and continued in that situation till the time of the Norman conquest.
THE PRESENT CASTLE is situated at the southeast boundary of this parish, adjoining to Bromfield, which includes a part of the castle itself. It is situated in the midst of the park, an ample description of it the reader will find hereafter. The Lenham rivulet takes its course through the park, and having supplied the moat, in which the castle stands, and the several waters in the grounds there, and having received into it the several small streamlets from Hollingborne, and one from the opposite side, which comes from Leeds abbey, it flows on, and at a small distance from Caring street, in this parish, adjoining to Bersted, the principal estate of which name there belongs to the Drapers company, it turns a mill, and then goes on to Maidstone, where it joins the river Medway. The high road from Ashford and Lenham runs close by the outside of the pales of Leeds park, at the northern boundary of the parish next to Hollingborne, and thence goes on towards Bersted and Maidstone, from which the park is distant a little more than five miles; here the soil is a deep sand, but near the river it changes to a black moorish earth. Southward from the castle the ground rises, at about three quarters of a mile south-west from it is Leeds abbey, the front of which is a handsome well-looking building, of the time of queen Elizabeth. It is not unpleasantly situated on a gentle eminence, and is well watered by a small stream which rises just above it, and here turns a mill. It is well cloathed with wood at the back part of it, to which the ground still keeps rising; adjoining to the abbey grounds westward is Leeds-street, a long straggling row of houses, near a mile in length, having the church at the south end of it; here the soil becomes a red unfertile earth much mixed with slints, which continues till it joins to Langley and Otham.
LEEDS was part of those possessions given by William the Conqueror to his half-brother Odo, bishop of Baieux; accordingly it is thus entered, under the general title of that prelate's lands, in the survey of Domesday, taken in the year 1080.
Adelold holds of the bishop (of Baieux) Esiedes. It was taxed at three sulings. The arable land is twelve carucates. In demesne there are two carucates, and twenty-eight villeins, with eight borderers, having seven carucates. There is a church, and eighteen servants. There are two arpends of vineyard, and eight acres of meadow. Wood for the pannage of twenty bogs, and five mills of the villeins. In the time of king Edward the Confessor, it was worth sixteen pounds, the like when be received it, now twenty pounds, and yet it pays twentyfive pounds. Earl Leuuin held it.
Of this manor the abbot of St. Augustine has half a suling, which is worth ten shillings, in exchange of the park of the bishop of Baieux. The earl of Ewe has four denns of this manor, which are worth twenty shillings.
The mention of the two arpends of vineyard in the above survey, is another instance of there having been such in this county in early times, some further observations of which the reader will find in the description of the parish of Chart Sutton, not far distant, and he will likewise observe, that at the above time the bishop of Baieux had a park here, which he acquired by exchange with the abbot of St. Augustine, who must therefore have had possessions here before that time.
On the bishop of Baieux's disgrace, about four years after the taking of the above-mentioned survey, this estate, among the rest of his possessions, became consiscated to the crown.
After which it was granted by king William to the eminent family of Crevequer, called in antient charters Creveceur, and in Latin, De Crepito Corde, who at first made Chatham in this county their seat, or caput baroniæ, i. e. the principal manor of their barony, for some time, until they removed hither, being before frequently written Domini de Cetham.
Robert, son of Hamon de Crevequer, who had probably a grant of Leeds from the Conqueror, appears to have held it of the king, as of his castle of Dover, in capite by barony, their barony, which consisted of five knight's sees, being stiled Baronia de Crevequer . (fn. 1) He erected the castle here, to which he asterwards removed the capital seat of his barony. This castle being environed with water, was frequently mentioned in antient writings by the name of Le Mote. In the north-west part of it he built a chapel, in which he placed three canons, which on his foundation of the priory of Leeds, in the 19th year of king Henry I. he removed thither.
His descendant, Hamon de Crevequer, lived in the reign of king Henry III. in the 19th year of which, he was joined with Walterand Teutonicus, or Teys, in the wardenship of the five ports, and the next year had possession granted to him of the lands of William de Albrincis or Averenches, whose daughter and heir Maud he had married. He died in the 47th year of king Henry III. possessed of the manor of Ledes, held of the king in capite, as belonging to his barony of Chatham; upon which Robert, his grandson, viz. son of Hamon his son, who died in his life-time, succeeded him as his heir, and in the 52d year of that reign, exchanged the manor of Ledes, with its appurtenances, together with a moiety of all his fees, with Roger de Leyburne, for the manors of Trottesclyve and Flete. He lest William de Leyburne, his son and heir, who in the 2d year of king Edward I. had possession granted to him of the manor of Ledes, as well as of the rest of his inheritance, of which Eleanor, countess of Winchester, his father's widow, was not endowed. (fn. 2)
His son, William de Leyborne, observing that the king looked on the strength of this fortress with a jealous eye, in the beginning of king Edward Ist.'s reign reinstated the crown in the possession of both the manor and castle; and the king having, in his 27th year married Margaret, sister of Philip, king of France, he settled them, being then of the clear yearly value of 21l. 6s. 8d. among other premises, as part of her dower. She survived the king her husband, who died in 1307, and in the 5th year of the next reign of king Edward II. by the king's recommendation, appointed Bartholomew de Badlesmere, a nobleman of great power and eminence, and much in that prince's favor, governor of this castle. (fn. 3) She died possessed of them in the 10th year of that reign; on which they came once more into the hands of the crown, and in the beginning of the next year the king appointed Bartholomew de Badlesmere, above-mentioned, governor of this castle, as well as of that of Bristol. In the 11th year of that reign, the king granted to him in see, this manor and castle, and the advowson of the priory of Ledes, in exchange for the manor of Addresley, in Shropshire. Being possessed of great possessions, especially in this county, he was usually stiled, the rich lord Badlesmere of Ledes. Being pussed up through ambition and his great wealth, he forgot his allegiance, and associated himself with the earl of Lancaster, and the discontented barons; which the king being well informed of, resolved, if possible, to gain possession of this strong fortress of Ledes: to effect which, under pretence of the queen's going on a pilgrimage to Canterbury, she set forward for that city with a large train of attendants, and, with a secret intention of surprising this castle, sent her marshal with others of her servants, to prepare lodging for her and her suit in it. The lord Badlesmere's family, that is, his wife, son, and four daughters, were at that time in it, together with all his treasure, deposited there for safety, under the care of Thomas Colepeper, the castellan, who refused the queen's servants admittance, and on her coming up, peremptorily persisted in denying her or any one entrance, without letters from his lord. The queen, upon this, made some attempt to gain admittance by force, and a skirmish ensued, in which one or more of her attendants were slain, but being repulsed, she was obliged to relinquish her design, and to retire for a lodging elsewhere.
The king, chagrined at the failure of his scheme, and highly resenting the indignity offered to the queen, sent a force under the earls of Pembroke and Richmond, to besiege the castle; (fn. 4) and those within it finding no hopes of relief, for though the lord Badlesmere had induced the barons to endeavours to raise the siege, yet they never advanced nearer than Kingston, yielded it up. Upon which, the lady Badlesmere and her children were sent prisoners to the tower of London, Thomas Colepeper, the castellan, was hung up, and the king took possession of the castle, as well as of all the lord Badlesmere's goods and treasures in it. But by others, Thomas de Aldone is said to have been castellan at this time, and that the castle being taken, he, with the lord Badlesmere's wife, his only son Giles, his daughters, Sir Bartholomew de Burgershe, and his wife, were sent to the tower of London by the king's order; and that afterwards, he caused Walter Colepeper, bailiff of the Seven Hundreds, to be drawn in a pitiable manner at the tails of horses, and to be hung just by this castle; on which Thomas Colepeper, and others, who were with him in Tunbridge castle, hearing of the king's approach, sled to the barons.
After which the lord Badlesmere, being taken prisoner in Yorkshire, was sent to Canterbury, and there drawn and hanged at the gallows of Blean, and his head being cut off, was set on a pole on Burgate, in that city. Upon which the manor and castle of Leeds, became part of the royal revenue and the castle remained in a most ruinous condition till the year 1359, anno 34 Edward III. in which year that munisicent prelate, William of Wickham, was constituted by the king, chief warden and surveyor of his castle of Ledes, among others, (fn. 5) having power to appoint all workmen, to provide materials, and to order every thing with regard to building and repairs; and in those manors to hold leets and other courts of trespass and misdemeanors, and to enquire of the king's liberties and rights; and from his attention to the re-edisying and rebuilding the rest of them, there is little doubt but he restored this of Leeds to a very superior state to whatever it had been before, insomuch, that it induced king Richard to visit it several times, particularly in his 19th year, in which several of his instruments were dated at his castle of Ledes; and it appears to have been at that time accounted a fortress of some strength, for in the beginning of the next reign, that unfortunate prince was, by order of king Henry IV. sent prisoner to this castle; and that king himself resided here part of the month of April in his 2d year.
After which, archbishop Arundel, whose mind was by no means inferior to his high birth, procured a grant of this castle, where he frequently resided and kept his court, whilst the process against the lord Cobham was carrying forward, and some of his instruments were dated from his castle of Ledes in the year 1413, being the year in which he died. On his death it reverted again to the crown, and became accounted as one of the king's houses, many of the principal gentry of the county being instrusted with the custody of it:
In the 7th year of king Henry V. Joane of Navarre, the second queen of the late king Henry IV. being accused of conspiring against the life of the king, her son-in-law, was committed to Leeds-castle, there to remain during the king's pleasure; and being afterwards ordered into Sir John Pelham's custody, he removed her to the castle of Pevensey, in Sussex.
In the 18th year of king Henry VI. archbishop Chichele sat at the king's castle of Leeds, in the process against Eleanor, duchess of Gloucester, for forcery and witchcrast.
King Edward IV. in his 11th year, made Ralph St. Leger, esq. of Ulcomb, who had served the office of sheriff of this county three years before, constable of this castle for life, and annexed one of the parks as a farther emolument to that office. He died that year, and was buried with his ancestors at Ulcomb.
Sir Thomas Bourchier resided at Leeds castle in the 1st year of king Richard III. in which year he had commission, among others of the principal gentry of this county, to receive the oaths of allegiance to king Richard, of the inhabitants of the several parts of Kent therein mentioned; in which year, the king confirmed the liberties of Leeds priory, in recompence of twentyfour acres of land in Bromfield, granted for the enlargement of his park of Ledes.
In the 4th year of king Henry VIII. Henry Guildford, esq. had a grant of the office of constable of Leeds castle, and of the parkership of it; and in the 12th year of that reign, he had a grant of the custody of the manor of Leeds, with sundry perquisities, for forty years. He died in the 23d year of that reign, having re-edisied great part of the castle, at the king's no small charge.
But the fee simple of the manor and castle of Leeds remained in the hands of the crown, till Edward VI. in his 6th year, granted them, with their appurtenances in the parishes of Leeds, Langley, and Sutton, to Sir Anthony St. Leger, lord deputy of Ireland, to hold in capite by knight's service.
His son, Sir Warham St. Leger, succeeded him in this manor and castle, and was afterwards chief governor of Munster, in Ireland, in which province he was unfortunately slain in 1599, (fn. 6) but before his death he alienated this manor and castle to Sir Richard Smyth, fourth son of Thomas Smyth, esq. of Westenhanger, commonly called Customer Smyth.
Sir Richard Smyth resided at Leeds castle, of which he died possessed in 1628, and was buried in Ashford church, where there is a costly monument erected to his memory.
Sir John Smith, his only son, succeeded his father, and resided at Leeds castle, and dying s. p. in 1632, was buried in this church; upon which his two sisters, Alice, wife of Sir Timothy Thornhill, and Mary, of Maurice Barrow, esq. became his coheirs, and entitled their respective husbands to the property of this manor and castle, which they afterwards joined in the sale of to Sir T. Culpeper, of Hollingborne, who settled this estate, after his purchase of it, on his eldest son Cheney Culpeper, remainder to his two other sons, Francis and Thomas. Cheney Culpeper, esq. resided at Leedscastle for some time, till at length persuading his brother Sir Thomas Culpeper, of Hollingborne, (then his only surviving brother, Francis being dead. s. p.) to cut off the entail of this estate, he alienated it to his cousin Sir John Colepeper, lord Colepeper, only son of Sir John Culpeper, of Wigsell, in Sussex, whose younger brother Francis was of Greenway-court, in Hollingborne, and was father of Sir Thomas Culpeper, the purchaser of this estate as before-mentioned.
Sir John Colepeper represented this county in parliament in the 16th year of king Charles I. and being a person, who by his abilities had raised himself much in the king's favor, was made of his privy council, and chancellor of the exchequer, afterwards master of the rolls, and governor of the Isle of Wight. During the troubles of that monarch, he continued stedfast to the royal cause, and as a reward for his services, was in 1644 created lord Colepeper, baron of Thoresway, in Lincolnshire.
After the king's death he continued abroad with king Charles II. in his exile. During his absence, Leeds-castle seems to have been in the possession of the usurping powers, and to have been made use of by them, for the assembling of their committee men and sequestrators, and for a receptacle to imprison the ejected ministers, for in 1652, all his estates had been declared by parliament forfeited, for treason against the state. He died in 1660, a few weeks only after the restoration, and was buried at Hollingborne. He bore for his arms, Argent, a bend ingrailed gules, the antient bearing of this family; he left by his second wife Judith, daughter of Sir Thomas Culpeper, of Hollingborne, several children, of whom Thomas was his successor in title and estates, and died without male issue as will be mentioned hereafter, John succeeded his brother in the title, and died in 1719 s. p. and Cheney succeeded his brother in the title, and died at his residence of Hoston St. John, in 1725, s. p. likewise, by which the title became extinct; they all, with the rest of the branch of the family, lie buried at Hollingborne. Thomas, lord Colepeper, the eldest son, succeeded his father in title, and in this manor and castle, where he resided, and having married Margaret, daughter of Signior Jean de Hesse, of a noble family in Germany, he left by her a sole daughter and heir Catherine, who intitled her husband Thomas, lord Fairfax, of Cameron, in Scotland, to this manor and castle, with his other estates in this neighbourhood.
The family of Fairfax appear by old evidences in the hands of the family to have been in possession of lands in Yorkshire near six hundred years ago. Richard Fairfax was possessed of lands in that county in the reign of king John, whose grandson William Fairfax in the time of king Henry III. purchased the manor of Walton, in the West Riding, where he and his successors resided for many generations afterwards, and from whom descended the Fairfax's, of Walton and Gilling, in Yorkshire; of whom, Sir Thomas Fairfax, of Gilling, was created viscount Fairfax, of the kingdom of Ireland, which title became extinct in 1772; and from a younger branch of them descended Sir Thomas Fairfax, of Denton, who lived in queen Elizabeth's reign, and changed the original field of his coat armour from argent to or, bearing for his arms, Or, 3 bars gemelles, gules, surmounted of a lion rampant, sable, crown'd, of the first, and was father of Sir. T. Fairfax, who was, for his services to James and Charles I. created in 1627 lord Fairfax, baron of Cameron, in Scotland. He died in 1640, having had ten sons and two daughters; of whom, Ferdinando was his successor; Henry was rector of Bolton Percy, and had two sons, Henry, who became lord Fairfax, and Bryan, who was ancestor of Bryan Fairfax, late commissioner of the customs; and colonel Charles Fairfax, of Menston, was the noted antiquary, whose issue settled there.
Ferdinando, the second lord Fairfax, in the civil wars of king Charles I. was made general of the parliamentary forces, and died at York in 1646. His son, Sir Thomas Fairfax, succeeded him as lord Fairfax, and in all his posts under the parliament, and was that famous general so noted in English history during the civil wars, being made commander in chief of all the parliamentary forces; but at last he grew so weary of the distress and confusion which his former actions had brought upon his unhappy country, that he heartily concurred in the restoration of king Charles II. After which he retired to his seat at Bilborough, in Yorkshire, where he died in 1671, and was buried there, leaving by Anne, daughter and coheir of Horatio, lord Vere of Tilbury, a truly loyal and virtuous lady, an only daughter; upon which the title devolved to Henry Fairfax, esq. of Oglesthorpe, in Yorkshire, his first cousin, eldest son of Henry, rector of Bolton Percy, the second son of Thomas, the first lord Fairfax. Henry, lord Fairfax, died in 1680, and was succeeded by his eldest son Thomas, fifth lord Fairfax, who was bred to a military life, and rose to the rank of a brigadier-general. He represented Yorkshire in several parliaments and marrying Catherine, daughter and heir of Thomas, lord Colepeper, possessed, in her right this manor and castle, and other large possessions, as before-mentioned. (fn. 7)
He died possessed of them in 1710, leaving three sons and four daughters, Thomas, who succeeded him as lord Fairfax; Henry Culpeper, who died unmarried, in 1734; and Robert, of whom hereafter. Of the daughters, Margaret married David Wilkins, D. D. and prebendary of Canterbury, and Francis married Denny Martin, esq. Thomas, lord Fairfax, the son, resided at Leeds-castle till his quitting England, to reside on his great possessions in Virginia, where he continued to the time of his death. On his departure from England, he gave up the possession of this manor and castle, with his other estates in this neighbourhood, to his only surviving brother, the hon. Robert Fairfax, who afterwards resided at Leeds-castle, and on his brother's death unmarried, in 1782, succeeded to the title of lord Fairfax. He was at first bred to a military life, but becoming possessed of Leeds castle, he retired there, and afterwards twice served in parliament for the town of Maidstoue, as he did afterwards in two successive parliaments for this county. He was twice married; first to Marsha, daughter and coheir of Anthony Collins, esq. of Baddow, in Essex, by whom he had one son, who died an instant; and, secondly, to one of the daughters of Thomas Best, esq. of Chatham, who died s. p. in 1750. Lord Fairfax dying s. p. in 1793, this castle and manor, with the rest of his estates in this county, came to his nephew the Rev. Denny Martin, the eldest son of his sister Frances, by Denny Martin, esq. of Loose, who had before his uncle's death been created D. D. and had, with the royal licence, assumed the name and arms of Fairfax. Dr. Fairfax is the present possessor of this manor and castle, and resides here, being at present unmarried.
A court leet and court baron is held for the manor of Leeds, at which three borsholders are appointed. It is divided into six divisions, or yokes as they are called, viz. Church-yoke, Ferinland-yoke, Mill-yoke, Russerken-yoke, Stockwell-yoke, and Lees-yoke.
Crisp whites and shades of blue define a stunning early twentieth-century waterfront beach house. Completely rebuilt in 1999, the three-story home was redecorated by the current owners. A coastal design is carried throughout the nearly 2800-square-foot house in charming and subtle ways. The eat-in kitchen has a large circular table with navy blue cushions piped in white. The dining room has a casual beachy atmosphere created by black chinoiserie chairs on a striped rug and a large sailboat painting. The nautical theme is also reflected in the pair of brass and glass ship lanterns suspended in the living room. As an added bonus, visitors can tour the spacious two-bedroom guest cottage across the street. The cottage enjoys unobstructed views of Fence Creek and gives the owners the ability either to relax at the waterside or enjoy a peaceful expedition by canoe. Serenity abounds in this unique seaside home.
On June 24th, 2018, The Madison Historical Society's 6th Annual Tour of Remarkable Homes of 5 unique Madison Properties was held from 11 to 4. See flic.kr/s/aHsmiFnBoe for more scenes from this event.
(Photo credit Bob Gundersen www.flickr.com/photos/bobphoto51/albums)
A long planned visit to Leeds to record the church.
Leeds is just off the M20, and nearby to Leeds Castle, which means the roads are often busy. St Nicholas is on the main road leading up the down, but before the road gets narrow as it winds between the timber framed houses. Thankfully there is good parking next door, so we were able to get off the main road and out of the traffic, as unbeknown to us, there was a classical music show on that night, and most of Kent were going and in the process of arriving.
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One of the largest twelfth-century towers in Kent. The arch between tower and nave is of three very plain orders with no hint of the usual zigzag moulding of the period, and is so large that a meeting room has recently been built into it. The nave has three bay aisles and short chapels to north and south of the chancel. The outstanding rood screen was partially reconstructed in 1892, and runs the full width of nave and aisles - with the staircase doorways in the south aisle. That the chancel was rebuilt in the sixteenth century may be seen by the plain sedilia through which is cut one of two hagioscopes from chapels to chancel. The north chapel contains some good seventeenth- and eighteenth-century tablets and monuments. The stained glass shows some excellent examples of the work of Heaton, Butler and Bayne (south aisle) whilst there is an uncharacteristically poor example of the work of C.E. Kempe & Co. Ltd. in the north aisle. The church has recently been reordered to provide a spacious, light and manageable interior with excellent lighting and a welcoming atmosphere without damaging the character of the building.
www.kentchurches.info/church.asp?p=Leeds
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LEEDS
IS the next parish southward from Hollingborne. Kilburne says, that one Ledian, a chief counsellor to king Ethelbert II. who began his reign in 978, raised a fortress here, which was called in Latin, from him, Ledani Castrum, and in process of time in English, LEEDS. This castle was afterwards demolished by the Danes, and continued in that situation till the time of the Norman conquest.
THE PRESENT CASTLE is situated at the southeast boundary of this parish, adjoining to Bromfield, which includes a part of the castle itself. It is situated in the midst of the park, an ample description of it the reader will find hereafter. The Lenham rivulet takes its course through the park, and having supplied the moat, in which the castle stands, and the several waters in the grounds there, and having received into it the several small streamlets from Hollingborne, and one from the opposite side, which comes from Leeds abbey, it flows on, and at a small distance from Caring street, in this parish, adjoining to Bersted, the principal estate of which name there belongs to the Drapers company, it turns a mill, and then goes on to Maidstone, where it joins the river Medway. The high road from Ashford and Lenham runs close by the outside of the pales of Leeds park, at the northern boundary of the parish next to Hollingborne, and thence goes on towards Bersted and Maidstone, from which the park is distant a little more than five miles; here the soil is a deep sand, but near the river it changes to a black moorish earth. Southward from the castle the ground rises, at about three quarters of a mile south-west from it is Leeds abbey, the front of which is a handsome well-looking building, of the time of queen Elizabeth. It is not unpleasantly situated on a gentle eminence, and is well watered by a small stream which rises just above it, and here turns a mill. It is well cloathed with wood at the back part of it, to which the ground still keeps rising; adjoining to the abbey grounds westward is Leeds-street, a long straggling row of houses, near a mile in length, having the church at the south end of it; here the soil becomes a red unfertile earth much mixed with slints, which continues till it joins to Langley and Otham.
LEEDS was part of those possessions given by William the Conqueror to his half-brother Odo, bishop of Baieux; accordingly it is thus entered, under the general title of that prelate's lands, in the survey of Domesday, taken in the year 1080.
Adelold holds of the bishop (of Baieux) Esiedes. It was taxed at three sulings. The arable land is twelve carucates. In demesne there are two carucates, and twenty-eight villeins, with eight borderers, having seven carucates. There is a church, and eighteen servants. There are two arpends of vineyard, and eight acres of meadow. Wood for the pannage of twenty bogs, and five mills of the villeins. In the time of king Edward the Confessor, it was worth sixteen pounds, the like when be received it, now twenty pounds, and yet it pays twentyfive pounds. Earl Leuuin held it.
Of this manor the abbot of St. Augustine has half a suling, which is worth ten shillings, in exchange of the park of the bishop of Baieux. The earl of Ewe has four denns of this manor, which are worth twenty shillings.
The mention of the two arpends of vineyard in the above survey, is another instance of there having been such in this county in early times, some further observations of which the reader will find in the description of the parish of Chart Sutton, not far distant, and he will likewise observe, that at the above time the bishop of Baieux had a park here, which he acquired by exchange with the abbot of St. Augustine, who must therefore have had possessions here before that time.
On the bishop of Baieux's disgrace, about four years after the taking of the above-mentioned survey, this estate, among the rest of his possessions, became consiscated to the crown.
After which it was granted by king William to the eminent family of Crevequer, called in antient charters Creveceur, and in Latin, De Crepito Corde, who at first made Chatham in this county their seat, or caput baroniæ, i. e. the principal manor of their barony, for some time, until they removed hither, being before frequently written Domini de Cetham.
Robert, son of Hamon de Crevequer, who had probably a grant of Leeds from the Conqueror, appears to have held it of the king, as of his castle of Dover, in capite by barony, their barony, which consisted of five knight's sees, being stiled Baronia de Crevequer . (fn. 1) He erected the castle here, to which he asterwards removed the capital seat of his barony. This castle being environed with water, was frequently mentioned in antient writings by the name of Le Mote. In the north-west part of it he built a chapel, in which he placed three canons, which on his foundation of the priory of Leeds, in the 19th year of king Henry I. he removed thither.
His descendant, Hamon de Crevequer, lived in the reign of king Henry III. in the 19th year of which, he was joined with Walterand Teutonicus, or Teys, in the wardenship of the five ports, and the next year had possession granted to him of the lands of William de Albrincis or Averenches, whose daughter and heir Maud he had married. He died in the 47th year of king Henry III. possessed of the manor of Ledes, held of the king in capite, as belonging to his barony of Chatham; upon which Robert, his grandson, viz. son of Hamon his son, who died in his life-time, succeeded him as his heir, and in the 52d year of that reign, exchanged the manor of Ledes, with its appurtenances, together with a moiety of all his fees, with Roger de Leyburne, for the manors of Trottesclyve and Flete. He lest William de Leyburne, his son and heir, who in the 2d year of king Edward I. had possession granted to him of the manor of Ledes, as well as of the rest of his inheritance, of which Eleanor, countess of Winchester, his father's widow, was not endowed. (fn. 2)
His son, William de Leyborne, observing that the king looked on the strength of this fortress with a jealous eye, in the beginning of king Edward Ist.'s reign reinstated the crown in the possession of both the manor and castle; and the king having, in his 27th year married Margaret, sister of Philip, king of France, he settled them, being then of the clear yearly value of 21l. 6s. 8d. among other premises, as part of her dower. She survived the king her husband, who died in 1307, and in the 5th year of the next reign of king Edward II. by the king's recommendation, appointed Bartholomew de Badlesmere, a nobleman of great power and eminence, and much in that prince's favor, governor of this castle. (fn. 3) She died possessed of them in the 10th year of that reign; on which they came once more into the hands of the crown, and in the beginning of the next year the king appointed Bartholomew de Badlesmere, above-mentioned, governor of this castle, as well as of that of Bristol. In the 11th year of that reign, the king granted to him in see, this manor and castle, and the advowson of the priory of Ledes, in exchange for the manor of Addresley, in Shropshire. Being possessed of great possessions, especially in this county, he was usually stiled, the rich lord Badlesmere of Ledes. Being pussed up through ambition and his great wealth, he forgot his allegiance, and associated himself with the earl of Lancaster, and the discontented barons; which the king being well informed of, resolved, if possible, to gain possession of this strong fortress of Ledes: to effect which, under pretence of the queen's going on a pilgrimage to Canterbury, she set forward for that city with a large train of attendants, and, with a secret intention of surprising this castle, sent her marshal with others of her servants, to prepare lodging for her and her suit in it. The lord Badlesmere's family, that is, his wife, son, and four daughters, were at that time in it, together with all his treasure, deposited there for safety, under the care of Thomas Colepeper, the castellan, who refused the queen's servants admittance, and on her coming up, peremptorily persisted in denying her or any one entrance, without letters from his lord. The queen, upon this, made some attempt to gain admittance by force, and a skirmish ensued, in which one or more of her attendants were slain, but being repulsed, she was obliged to relinquish her design, and to retire for a lodging elsewhere.
The king, chagrined at the failure of his scheme, and highly resenting the indignity offered to the queen, sent a force under the earls of Pembroke and Richmond, to besiege the castle; (fn. 4) and those within it finding no hopes of relief, for though the lord Badlesmere had induced the barons to endeavours to raise the siege, yet they never advanced nearer than Kingston, yielded it up. Upon which, the lady Badlesmere and her children were sent prisoners to the tower of London, Thomas Colepeper, the castellan, was hung up, and the king took possession of the castle, as well as of all the lord Badlesmere's goods and treasures in it. But by others, Thomas de Aldone is said to have been castellan at this time, and that the castle being taken, he, with the lord Badlesmere's wife, his only son Giles, his daughters, Sir Bartholomew de Burgershe, and his wife, were sent to the tower of London by the king's order; and that afterwards, he caused Walter Colepeper, bailiff of the Seven Hundreds, to be drawn in a pitiable manner at the tails of horses, and to be hung just by this castle; on which Thomas Colepeper, and others, who were with him in Tunbridge castle, hearing of the king's approach, sled to the barons.
After which the lord Badlesmere, being taken prisoner in Yorkshire, was sent to Canterbury, and there drawn and hanged at the gallows of Blean, and his head being cut off, was set on a pole on Burgate, in that city. Upon which the manor and castle of Leeds, became part of the royal revenue and the castle remained in a most ruinous condition till the year 1359, anno 34 Edward III. in which year that munisicent prelate, William of Wickham, was constituted by the king, chief warden and surveyor of his castle of Ledes, among others, (fn. 5) having power to appoint all workmen, to provide materials, and to order every thing with regard to building and repairs; and in those manors to hold leets and other courts of trespass and misdemeanors, and to enquire of the king's liberties and rights; and from his attention to the re-edisying and rebuilding the rest of them, there is little doubt but he restored this of Leeds to a very superior state to whatever it had been before, insomuch, that it induced king Richard to visit it several times, particularly in his 19th year, in which several of his instruments were dated at his castle of Ledes; and it appears to have been at that time accounted a fortress of some strength, for in the beginning of the next reign, that unfortunate prince was, by order of king Henry IV. sent prisoner to this castle; and that king himself resided here part of the month of April in his 2d year.
After which, archbishop Arundel, whose mind was by no means inferior to his high birth, procured a grant of this castle, where he frequently resided and kept his court, whilst the process against the lord Cobham was carrying forward, and some of his instruments were dated from his castle of Ledes in the year 1413, being the year in which he died. On his death it reverted again to the crown, and became accounted as one of the king's houses, many of the principal gentry of the county being instrusted with the custody of it:
In the 7th year of king Henry V. Joane of Navarre, the second queen of the late king Henry IV. being accused of conspiring against the life of the king, her son-in-law, was committed to Leeds-castle, there to remain during the king's pleasure; and being afterwards ordered into Sir John Pelham's custody, he removed her to the castle of Pevensey, in Sussex.
In the 18th year of king Henry VI. archbishop Chichele sat at the king's castle of Leeds, in the process against Eleanor, duchess of Gloucester, for forcery and witchcrast.
King Edward IV. in his 11th year, made Ralph St. Leger, esq. of Ulcomb, who had served the office of sheriff of this county three years before, constable of this castle for life, and annexed one of the parks as a farther emolument to that office. He died that year, and was buried with his ancestors at Ulcomb.
Sir Thomas Bourchier resided at Leeds castle in the 1st year of king Richard III. in which year he had commission, among others of the principal gentry of this county, to receive the oaths of allegiance to king Richard, of the inhabitants of the several parts of Kent therein mentioned; in which year, the king confirmed the liberties of Leeds priory, in recompence of twentyfour acres of land in Bromfield, granted for the enlargement of his park of Ledes.
In the 4th year of king Henry VIII. Henry Guildford, esq. had a grant of the office of constable of Leeds castle, and of the parkership of it; and in the 12th year of that reign, he had a grant of the custody of the manor of Leeds, with sundry perquisities, for forty years. He died in the 23d year of that reign, having re-edisied great part of the castle, at the king's no small charge.
But the fee simple of the manor and castle of Leeds remained in the hands of the crown, till Edward VI. in his 6th year, granted them, with their appurtenances in the parishes of Leeds, Langley, and Sutton, to Sir Anthony St. Leger, lord deputy of Ireland, to hold in capite by knight's service.
His son, Sir Warham St. Leger, succeeded him in this manor and castle, and was afterwards chief governor of Munster, in Ireland, in which province he was unfortunately slain in 1599, (fn. 6) but before his death he alienated this manor and castle to Sir Richard Smyth, fourth son of Thomas Smyth, esq. of Westenhanger, commonly called Customer Smyth.
Sir Richard Smyth resided at Leeds castle, of which he died possessed in 1628, and was buried in Ashford church, where there is a costly monument erected to his memory.
Sir John Smith, his only son, succeeded his father, and resided at Leeds castle, and dying s. p. in 1632, was buried in this church; upon which his two sisters, Alice, wife of Sir Timothy Thornhill, and Mary, of Maurice Barrow, esq. became his coheirs, and entitled their respective husbands to the property of this manor and castle, which they afterwards joined in the sale of to Sir T. Culpeper, of Hollingborne, who settled this estate, after his purchase of it, on his eldest son Cheney Culpeper, remainder to his two other sons, Francis and Thomas. Cheney Culpeper, esq. resided at Leedscastle for some time, till at length persuading his brother Sir Thomas Culpeper, of Hollingborne, (then his only surviving brother, Francis being dead. s. p.) to cut off the entail of this estate, he alienated it to his cousin Sir John Colepeper, lord Colepeper, only son of Sir John Culpeper, of Wigsell, in Sussex, whose younger brother Francis was of Greenway-court, in Hollingborne, and was father of Sir Thomas Culpeper, the purchaser of this estate as before-mentioned.
Sir John Colepeper represented this county in parliament in the 16th year of king Charles I. and being a person, who by his abilities had raised himself much in the king's favor, was made of his privy council, and chancellor of the exchequer, afterwards master of the rolls, and governor of the Isle of Wight. During the troubles of that monarch, he continued stedfast to the royal cause, and as a reward for his services, was in 1644 created lord Colepeper, baron of Thoresway, in Lincolnshire.
After the king's death he continued abroad with king Charles II. in his exile. During his absence, Leeds-castle seems to have been in the possession of the usurping powers, and to have been made use of by them, for the assembling of their committee men and sequestrators, and for a receptacle to imprison the ejected ministers, for in 1652, all his estates had been declared by parliament forfeited, for treason against the state. He died in 1660, a few weeks only after the restoration, and was buried at Hollingborne. He bore for his arms, Argent, a bend ingrailed gules, the antient bearing of this family; he left by his second wife Judith, daughter of Sir Thomas Culpeper, of Hollingborne, several children, of whom Thomas was his successor in title and estates, and died without male issue as will be mentioned hereafter, John succeeded his brother in the title, and died in 1719 s. p. and Cheney succeeded his brother in the title, and died at his residence of Hoston St. John, in 1725, s. p. likewise, by which the title became extinct; they all, with the rest of the branch of the family, lie buried at Hollingborne. Thomas, lord Colepeper, the eldest son, succeeded his father in title, and in this manor and castle, where he resided, and having married Margaret, daughter of Signior Jean de Hesse, of a noble family in Germany, he left by her a sole daughter and heir Catherine, who intitled her husband Thomas, lord Fairfax, of Cameron, in Scotland, to this manor and castle, with his other estates in this neighbourhood.
The family of Fairfax appear by old evidences in the hands of the family to have been in possession of lands in Yorkshire near six hundred years ago. Richard Fairfax was possessed of lands in that county in the reign of king John, whose grandson William Fairfax in the time of king Henry III. purchased the manor of Walton, in the West Riding, where he and his successors resided for many generations afterwards, and from whom descended the Fairfax's, of Walton and Gilling, in Yorkshire; of whom, Sir Thomas Fairfax, of Gilling, was created viscount Fairfax, of the kingdom of Ireland, which title became extinct in 1772; and from a younger branch of them descended Sir Thomas Fairfax, of Denton, who lived in queen Elizabeth's reign, and changed the original field of his coat armour from argent to or, bearing for his arms, Or, 3 bars gemelles, gules, surmounted of a lion rampant, sable, crown'd, of the first, and was father of Sir. T. Fairfax, who was, for his services to James and Charles I. created in 1627 lord Fairfax, baron of Cameron, in Scotland. He died in 1640, having had ten sons and two daughters; of whom, Ferdinando was his successor; Henry was rector of Bolton Percy, and had two sons, Henry, who became lord Fairfax, and Bryan, who was ancestor of Bryan Fairfax, late commissioner of the customs; and colonel Charles Fairfax, of Menston, was the noted antiquary, whose issue settled there.
Ferdinando, the second lord Fairfax, in the civil wars of king Charles I. was made general of the parliamentary forces, and died at York in 1646. His son, Sir Thomas Fairfax, succeeded him as lord Fairfax, and in all his posts under the parliament, and was that famous general so noted in English history during the civil wars, being made commander in chief of all the parliamentary forces; but at last he grew so weary of the distress and confusion which his former actions had brought upon his unhappy country, that he heartily concurred in the restoration of king Charles II. After which he retired to his seat at Bilborough, in Yorkshire, where he died in 1671, and was buried there, leaving by Anne, daughter and coheir of Horatio, lord Vere of Tilbury, a truly loyal and virtuous lady, an only daughter; upon which the title devolved to Henry Fairfax, esq. of Oglesthorpe, in Yorkshire, his first cousin, eldest son of Henry, rector of Bolton Percy, the second son of Thomas, the first lord Fairfax. Henry, lord Fairfax, died in 1680, and was succeeded by his eldest son Thomas, fifth lord Fairfax, who was bred to a military life, and rose to the rank of a brigadier-general. He represented Yorkshire in several parliaments and marrying Catherine, daughter and heir of Thomas, lord Colepeper, possessed, in her right this manor and castle, and other large possessions, as before-mentioned. (fn. 7)
He died possessed of them in 1710, leaving three sons and four daughters, Thomas, who succeeded him as lord Fairfax; Henry Culpeper, who died unmarried, in 1734; and Robert, of whom hereafter. Of the daughters, Margaret married David Wilkins, D. D. and prebendary of Canterbury, and Francis married Denny Martin, esq. Thomas, lord Fairfax, the son, resided at Leeds-castle till his quitting England, to reside on his great possessions in Virginia, where he continued to the time of his death. On his departure from England, he gave up the possession of this manor and castle, with his other estates in this neighbourhood, to his only surviving brother, the hon. Robert Fairfax, who afterwards resided at Leeds-castle, and on his brother's death unmarried, in 1782, succeeded to the title of lord Fairfax. He was at first bred to a military life, but becoming possessed of Leeds castle, he retired there, and afterwards twice served in parliament for the town of Maidstoue, as he did afterwards in two successive parliaments for this county. He was twice married; first to Marsha, daughter and coheir of Anthony Collins, esq. of Baddow, in Essex, by whom he had one son, who died an instant; and, secondly, to one of the daughters of Thomas Best, esq. of Chatham, who died s. p. in 1750. Lord Fairfax dying s. p. in 1793, this castle and manor, with the rest of his estates in this county, came to his nephew the Rev. Denny Martin, the eldest son of his sister Frances, by Denny Martin, esq. of Loose, who had before his uncle's death been created D. D. and had, with the royal licence, assumed the name and arms of Fairfax. Dr. Fairfax is the present possessor of this manor and castle, and resides here, being at present unmarried.
A court leet and court baron is held for the manor of Leeds, at which three borsholders are appointed. It is divided into six divisions, or yokes as they are called, viz. Church-yoke, Ferinland-yoke, Mill-yoke, Russerken-yoke, Stockwell-yoke, and Lees-yoke.
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Or Dover Marine.
Or even Dover Admiralty Pier station.
It has been all of them. But is now Dover Cruise Terminal.
We got news from a friend, Paul, that the station was open on Good Friday, so we went down just after it opened. There were massive queues leading to the Western Docks, and all along Townwall Street leading to the port, was blacked with stationary traffic. A little bit of heading through Market Square, and hoping that the police had kept the roundabout open at the end of York Street, they had, so we were clear to head to the old station.
Although the tracks have been filled in with concrete, the rest of the station is pretty complete and in good order, especially after a major refurbishment last year.
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This was a large, spacious, and impressive station, located within a maze of lines upon a tight triangular junction between the routes from Folkestone and Dover Priory. The origins of the terminus and general railway expansion in the Dover area derive from a need to cope with ever-increasing traffic, both local and boat services. Indeed, many capacity issues upon both SER and LC&DR networks were properly addressed after the formation of the SE&CR. The SER had initially commenced through running to Dover on 7th February 1844, after an eastward extension from Folkestone, which involved taking the railway along the dramatic coastline of Folkestone Warren. This had witnessed the blowing up of sections of chalk cliff with gunpowder, and boring three tunnels:
Martello Tunnel: 532-yards
Abbotscliff Tunnel: 1,942-yards
Shakespeare Tunnel: 1,387-yards
The SER ran into what later became known as ‘’Dover Town’’ station, and between here and Shakespeare Tunnel, the double-track line was elevated upon a wooden framework. The SER’s Town station was a large affair, comprising five tracks entering the terminus from the west, all of which were protected by a large twin-span overall roof. Substantial three-storey-high railway offices backed onto the rear of the platform lines, these being constituted of the customary yellow brick, lined at the edges with stone. Extension beyond the terminus took place in 1860, by means of a single track exiting the rear (east) of the layout, veering southwards onto a stone-built pier head. The latter, known as the ‘’Admiralty Pier’’, carried a double-track and allowed trains to come directly alongside steamer boat services to France. In July of the following year, the LC&DR commenced through running between Victoria and Dover Priory. Also in 1861, after the boring of a 684-yard-long tunnel southwards through the Kentish chalk, from Priory station, the ‘’Chatham’’ line was brought closer to the earlier SER station. The LC&DR opened ‘’Dover Harbour’’ on 1st November 1861, which was a terminus affair comprising two platform faces, separated by three tracks, all of which were protected by a single-span triangular-shaped trainshed. Just like the SER’s Town station, Dover Harbour ceased to be a terminus proper when a single-track was taken beyond the original buffer stops, down to the Admiralty Pier. LC&DR services commenced to the pier on 30th August 1864, where separate platforms were provide for both ‘’Chatham’’ and SER companies. The platforms were arranged in an end-to-end fashion along the same section of track, rather than serving their own separate lines upon the pier. The LC&DR’s southward extension from Dover Harbour formed the second side of what would later become a triangular junction – the SER had created the first southern side of the arrangement, as a result of its initial 1860 opening of the short section of line between Dover Town and Admiralty Pier.
On 15th June 1881, the SER and LC&DR opened the ''Dover & Deal Joint Line'' – a rare example of the frenetic rivals cooperating. To allow the SER direct access to this line from its trunk route via Folkestone, a double-track spur (the ‘’Hawkesbury Street Curve’’) between Dover Harbour station and the Dover Town approaches came into use on the same day – the triangular junction was now complete. The SER was granted running powers over LC&DR metals through Priory station, and a number of local services now bypassed Dover Town. However, to compensate for this, additional platform surfaces were brought into use upon the connecting spur. The area in-between the two sites was already heavily built up, but early maps suggest that demolition in the locale, to accommodate the spur, was surprisingly modest. At the ‘’Chatham’’ end of the spur, signalling was installed by contractors Stevens & Sons.
The formation of the SE&CR Joint Managing Committee on New Years Day 1899 marked the beginning of a new era of railway expansion and improvements on the erstwhile independent networks of the SER and LC&DR. Of prominence during this company’s tenure was the St Johns to Orpington quadrupling works, between 1900 and 1905, which involved physically connecting both Tonbridge Cut-Off and ‘’Chatham’’ main lines in the vicinity of Chislehurst. In the Dover area, alterations began with the closure of the platforms upon the connecting spur between SER and LC&DR lines, in 1903. Subsequently, in 1912, major works began alongside the Admiralty Pier, to create an artificial platform within the water, on which a whole new terminus station was to be built. The latter was to be a spacious affair, dedicated to boat traffic only, and would permit the closure of existing station sites. Creating the platform involved dumping large quantities of chalk into the water immediately east of the Admiralty Pier. As it later transpired, the Admiralty Pier was not demolished, but rather, was absorbed into the new works to become the western side of the sea platform. Construction of the terminus commenced in 1913, and by the outbreak of the Great War in August 1914, the majority of the building work had been completed. A splendid vaulted train shed roof, comprising seven spans of varying widths, had been erected. The station measured 170-feet in width, and at its longest point stretched to 800-feet. The well-covered terminus comprised four 693-foot-long platform faces, arranged in the form of two spacious islands of concrete construction.
Wartime economies saw the closure of the ex-SER Dover Town station in 1914, which was never to reopen, but the retention of the ex-LC&DR Harbour and Priory stations, to which all services were now diverted to. The demise of the Town station was coupled with the closure of the three-road engine shed adjacent to the Hawkesbury Street Curve, and the concentration of the area’s locomotive allocation on the depot at Priory. The withdrawal of boat services on the outbreak of war saw that the semi-complete SE&CR terminus had no passenger traffic to serve. Despite its unfinished state, the station was quickly brought into use on 2nd January 1915 for military traffic, initially in the form of ambulance trains. Although the trainshed was virtually complete by this time, a significant feature still lacking was the marvellous stone façade which now graces the structure’s landward elevation. Completion of building works came after the cessation of war in November 1918, and the first passenger boat trains commenced to the terminus on 18th January 1919, the station being christened ‘’Dover Marine’’.
Attractive single-storey red brick offices, complete with war memorial, were built upon the platform surfaces, and both platform islands and the exit were linked by a lattice footbridge at the northern end of the terminus, located within the trainshed. The incorporation of the SE&CR’s main war memorial here was unusual, for the other large railway companies erected these at their main termini in London. The layout upon the sea platform had grown to an extensive arrangement of tracks, numerous sidings having been brought into use to handle substantial levels of freight traffic during the war period. Dover Marine was controlled by an SE&CR-designed 120-lever signal box positioned to the west of the station, immediately adjacent to the tracks from Priory. The signal box comprised a substantial brick base and was in fact a much larger version of the signal cabin which still exists at Folkestone Harbour, demonstrating traits of those early Saxby & Farmer products. A 455-foot long enclosed glazed footbridge was suspended above the double-track of the former Admiralty Pier, and this took passengers over the complex approaches from the Folkestone direction. A physical connection was also made between this footbridge and the Lord Warden Hotel. The latter was a four-storey colossus, the main section of which was built upon a floor plan of 130-foot by 120-foot. Originally opened in 1851, the hotel was built on a site immediately behind the SER’s Dover Town station.
Locomotive facilities at the site initially comprised just a turntable and cylindrical water tank, located behind the signal box. As previously mentioned, on the closure of Dover Town, the locomotive allocation was concentrated on the existing depot at Priory. However, the inadequacy of the Priory site was emphasised after completion of the SE&CR’s Dover area enlargement works, and a new improvement scheme was soon set in motion after the formation of the Southern Railway. The SR devised a modernisation programme for the Dover area, which included a comprehensive rebuilding of Priory station, the closure of Harbour station, and the building of a new motive power depot. The proposals got underway in 1924, with the confirmation of a 280-foot-long five-road locomotive shed, to be built to the west of Dover Marine, alongside the running lines from Folkestone. As per the construction of the twelve-acre platform for the Marine station, large quantities of chalk were dumped into the sea, beside the former site of the ex-SER’s Dover Town, to reclaim enough land for a spacious complex. The depot came into use during 1928, comprising four eastward-facing dead-end tracks, a single through track, and a sixth line which terminated within an adjacent repair shed. The provision of a 65-foot turntable at the site resulted in the removal of that which resided behind the signal box at Dover Marine, and the water tank there also disappeared. The commissioning of the engine shed, which at 2007 prices cost approximately £7,767,500 to build, allowed the closure of the shed at Priory station, allowing the site there to become part of an enlarged goods yard. Dover Harbour station was subject to closure on 10th July 1927, all local traffic being concentrated at Priory and boat services being served exclusively at Marine station. Other improvements in the Dover area during the SR’s tenure included the rebuilding of the elevated track bed east of Shakespeare Tunnel from wood to concrete, and the laying of coal sidings at the Eastern Docks. Eight freight sidings also came into use alongside the Hawkesbury Street Curve, at Bulwark Street, partially upon the former site of the SER’s Dover Town engine shed. A dock basin for the train ferry, fed by a double-track emanating from the Dover Priory route, came into use during 1936, to the north of the Marine terminus.
Before continuing, it is worth examining one of the out-of-the-ordinary boat trains that served Dover Marine. Initially, the French inaugurated the ‘’Flèche d’Or’’ on 11th September 1926, a prestigious boat train running between Calais and Paris. The ‘’Compagnie Internationale des Wagons-Lits’’ (International Sleeping Car Company) ordered twenty British Pullman vehicles to operate the service: fifteen kitchen cars (Nos. 4001 to 4015) were built by the Birmingham Railway Carriage & Wagon Company, and fifteen parlour cars (Nos. 4016 to 4030) were constructed by the Metropolitan Carriage, Wagon & Finance Company. The luxury vehicles were delivered new in the now renowned Umber and Crème ‘’New Standard’’ Pullman colours of the British fleet, and were operated as pairs, rather than individual carriages. With reference to the latter, this meant that a kitchen car and a parlour car would be semi-permanently coupled into a pair known as a ‘’Couplage’’, or, if you like, ‘’Linkage’’. Initially, the Flèche d’Or service was operated by two trains, each ten vehicles in length. From 1932 onwards, Pullman vehicles were repainted into the standard colours worn by the rest of the Wagon-Lits fleet: a lighter shade of crème appeared in place of the British colour, and the umber lower half became dark blue.
The French’s efforts were matched on the other side of the Channel by an all-Pullman service run by the Southern Railway from Victoria. Colloquially, this was referred to as the ‘’White Pullman’’, because the other Pullman cars on the Eastern Section at that time still wore the crimson lake livery of the SE&CR. Officially, however, the service was called the ‘’Continental Express’’, but it was nevertheless referred to by passengers as the ‘’Golden Arrow’’, the English translation of the French title. This was a sign of things to come, for on 15th May 1929, the SR’s all-Pullman boat train service was re-launched as the ‘’Golden Arrow’’. Significant engineering works occurred on the ex-SER trunk line between Petts Wood Junction and Dover, which involved strengthening bridges to accommodate the heavier engines planned to haul this prestigious service. Maunsell ‘’Lord Nelson’’ 4-6-0 locomotives were selected as the prime motive power, with Urie 4-6-0 ‘’King Arthur’’ engines (later modified by Maunsell) supplementing the fleet.
Much of the time, the outward ‘’Golden Arrow’’ from Victoria was booked to arrive at Folkestone Harbour, but the return portion instead started at Dover Marine, which gave rise to some interesting shunting movements. As mentioned elsewhere on the website, the Folkestone Harbour branch has never had a direct connection with the main line, and access to it can only be made by means of a headshunt manoeuvre. This arrangement was implemented as a safety measure from the outset, since the branch descends at a steep gradient of 1 in 30 to the harbour. Thus, the Pullman service would arrive at Folkestone Junction, and initially terminate in the reception sidings positioned to the east of the station there, where the connection with the Harbour Branch was made. An ex-SE&CR R1 Class 0-6-0 Tank would then attach itself to the rear of the train, whilst the ‘’main line’’ engine was detached, and take the Golden Arrow stock down to Folkestone Harbour. This released the ‘’main line’’ locomotive from the headshunt, and consequently, it ran light along Folkestone Warren, to Dover Marine. At the latter, the engine would be rotated, more often than not by means of the triangular junction between the converging lines from Folkestone, Priory, and Marine stations, rather than on the turntable at Dover shed. After rotation, the locomotive would then head back to Folkestone Junction to collect the empty Pullman stock for the return working, which had previously been banked up the steep Harbour Branch incline by as many as four R1 Tanks. The tank engines would usually bring the train out onto the running lines at the Junction station, allowing the express locomotive to immediately couple to the stock. The Pullman vehicles would then be hauled empty to Dover Marine to form the return working to Victoria. This involved some indignity for the engine because for this empty stock movement, it had to run tender-first.
The declaration of war on Germany on 3rd September 1939 signalled the beginning of harsh times for the Port of Dover, as it became a prime target for bombing raids. Boat trains and steamer services were suspended immediately, and passenger services to the Marine station ceased. The Marine site was again dedicated to military traffic, just as it had been during World War I, and as a consequence, services along the ex-SER route went no further than Folkestone. Indeed, consistent shelling over the Channel, from France, had made the site unsafe to handle any form of passenger traffic, and even the 1928-opened engine shed had to close during the conflict, all engines being stationed at Ashford for the duration. The attractive Marine station suffered damage to the trainshed roof, but thankfully, this was modest enough to deem it practical and worthwhile to repair, normal service at the station resuming after the conflict. Since the advent of World War II, the prominent Lord Warden Hotel had been used as offices; the Marine Department occupied the building from 1952 onwards, by which time it was known as ‘’Southern House’’.
Initially, the British Railways era did not necessarily mean rationalisation for this extensive site, as it did at so many other stations nationwide. Rather, the emphasis was on modernising facilities, to cater for new rail freight boat traffic which, in these pre-Chunnel days, was still important and by no means in decline. Modernisation of the site began in 1953, with the renewal of the five quayside cranes which ran alongside the northern wall of the terminus. This was followed in February 1956 by the approval of the Kent Coast Electrification Scheme. Published within an ‘’Extension of Electrification’’ report of 1957 were the alterations proposed for the Marine station. In early 1959, the station was closed to passengers temporarily to allow modifications to be carried out. These involved the extension of both island platforms westward by 114-feet, beyond the extent of the trainshed, and the installation of canopies above the exposed surfaces. The platform extensions were constituted of prefabricated concrete components, manufactured at Exmouth Junction concrete works; the platform canopies were W-shaped and lacked any form of valance. The latter were virtually enlarged versions of the equally clinical canopies which emerged at the rebuilt Folkestone Central and St Mary Cray stations, and these additions somewhat marred the attractive stone façade of the SE&CR station. Third rail was installed on all platform lines during 1959, as part of the ‘’Chatham’’ line electrification of the scheme’s ‘’Phase 1’’, and these were subsequently energised for the commencement of the full electric timetable via this route on 15th June of that year. An enclosed riveted steel footbridge was also erected across the approach tracks from Dover Priory, linking the main entrance beside the Lord Warden Hotel with the Customs Hall, on the northern perimeter of the Western Docks. Naturally, steam continued to visit the station by means of the ex-SER trunk line from the Folkestone direction until the implementation of a full electric timetable on this route on 18th June 1962. The Golden Arrow had been hauled by E5000 series electric locomotives since 12th June 1961. Colour lights installed at the Marine station during the electrification scheme were of the three-aspect type. Before electrification, the empty stock of arrived services would be shunted out the seaward end of the trainshed, and up along the extent of the old Admiralty Pier, to clear the platform lines. Locomotives would also be required to run-a-round using the Admiralty Pier tracks.
The commencement of electric haulage on the Golden Arrow in the June of 1961 coincided with the demise of Dover engine shed. Hitherto, the depot had the responsibility of servicing the Stewarts Lane-allocated steam locomotives which brought the luxurious train down from Victoria. Closure of the sub-shed at nearby Folkestone Junction also occurred, but the site of Dover MPD was put to new railway use, becoming host to a plethora of goods sidings. Closure of goods sidings at Bulwark Street occurred on 15th August 1966, but Archcliffe Junction – at the Folkestone end of the Hawkesbury Street Curve – remained in existence. In the following decade, major works were planned around the Marine station’s peripheral: in 1973, proposals were put forward for the construction of a roll-on-roll-off vehicle shed, and in 1974, planning of a new hoverport at the Western Docks began. After a consultation period spanning 1975 to 1976 inclusive, the hoverport was formally commissioned for operation on 5th July 1978, and replaced a smaller affair situated in the Eastern Docks. Track rationalisation had also occurred beyond the rear of the trainshed, and the ‘’Golden Arrow’’ had ceased between Victoria and the Channel Ports after a final run on 30th September 1972. Since 1969, the number of Pullman cars in the train had been whittled down to five, and the rest of the formation consisted of Second Class BR Mk 1 vehicles.
On 14th May 1979, Dover Marine station was renamed ‘’Dover Western Docks’’, and on 31st October of the following year, the ‘’Night Ferry’’ London to Paris train made its final run. This had first operated on the evening of 14th October 1936, between London Victoria and Paris Gare du Nord, via Dover Marine and Dunkirk. The service was unique among the boat trains, because the carriage stock travelled across the Channel with the passengers and ran on both British and French railway networks. Indeed, the vehicles were smaller than standard Continental carriage stock, having been specially built to meet the restrictive loading gauge of the British system. The service had been suspended during the war years, the last train running through to Paris over the night of 3rd/4th September 1939. After the cessation of the conflict, the ‘’Compagnie Internationale des Wagons-Lits’’ (CIWL: International Sleeping Car Co.) found itself engaged in a search and rescue mission over the whole of Europe, to find several missing carriages. Stock of both the ‘’Night Ferry’’ and ‘’Orient Express’’ services had been taken over by the Germans, camouflaged and armoured, and subsequently used as army vehicles. The ‘’Night Ferry’’ service was resumed on 14th December 1947, and this was followed ten years later by the addition of a through sleeping car to Brussels. A sleeping car for Basle, Switzerland, was added to the service in 1967, but this lasted just two years.
Over the five years which followed the renaming of the station to ‘’Dover Western Docks’’, truncations of the lines within the trainshed, at their seaward ends, saw a ground level walkway come into use for passengers, behind the new buffer stops (a headshunt did, however, still remain for locomotive-hauled services). The SNCF train ferry continued to handle an abundance of ferry vans, shunted by Class 33/2 locomotives – the latter had been under the auspices of Railfreight Distribution (RfD) since that Business Sector’s formation on 10th October 1988. The ferry itself accommodated a double-track, and to maintain balance on the vessel, wagons on both lines would be loaded and unloaded simultaneously. During 1993, the train ferry shunting duty passed to Class 09 diesels.
Channel Tunnel boring began on 1st December 1987, and in light of this, the British Rail Board produced the dreaded report in 1989: the ‘’Proposed closure of Dover Western Docks Station and Folkestone Harbour branch’’. Passenger boat traffic was now seen as a thing of the past, as the advent of the proposed ‘’Eurostar’’ services through the Chunnel would now cater for this, providing a much faster and efficient service. Some of the freight carried upon the ferries could be transferred for haulage through the Chunnel; certain traffic, however, such as chemicals and inflammables, were not permitted through the tunnel, as they were safety hazards. Handling of these goods would therefore transfer to the Eastern Docks, involving the use of road transport, due to the lack of a rail connection there. During 1992, the headshunt facility at Western Docks station was taken out of use, meaning that locomotive-hauled services had to be shunt released – the latter duty was generally undertaken by a RfD Class 33/2. The fateful day was on Saturday 24th September 1994, when 4 CEP No. 1604 departed with the last advertised public departure to Victoria, scheduled for 21:44. The following day, the closure of the station was marked by the visit of ex-BR Pacific No. 70000 ‘’Britannia’’, with ‘’The Continental Farewell’’ rail tour from London Victoria. This had travelled via Balham, Beckenham Junction, and Tonbridge. The locomotive was masquerading as No. 70014 ‘’Iron Duke’’, which was one of two ‘’Britannias’’ formerly associated with the haulage of the famous ‘’Golden Arrow’’ on the South Eastern Division, between the years of 1952 and 1958 inclusive. At Western Docks, the tour met another ex-Golden Arrow locomotive, but of a more modern era: Type ‘’HA’’ E5000 series No. E5001. This locomotive fronted two tours on the same day, taking the excursion stock from Western Docks to Ashford and back, via Folkestone and Canterbury West.
It was not the total end of Dover Western Docks – yet. Until 19th November 1994, empty stock movements to and from the station continued to be available to passengers, albeit not advertised in the official timetable. Thereafter, the trainshed became a useful facility for stabling electric units for cleaning, until complete closure came with the decommissioning of the SE&CR signal box on 5th July of the following year. The bulldozers finally moved in at the beginning of 1996, but thankfully, since the main building was protected by Listed Status, demolitions only encompassed those additions made in 1959, as part of the Kent Coast Electrification Scheme. Naturally, the tightly curving track, with its famous crossovers, was also lifted, and as part of the works to convert the trainshed into a cruise liner terminal, the gap in-between the island platforms was in-filled, to provide a continuous floor at the same level. All red brick offices upon the platforms were retained, as was the elongated footbridge towards the Lord Warden Hotel. Even the substantial SE&CR signal box remained on site as office accommodation, but unlike the main station structure, this was not a Listed building. Tragically, the signal box met its end in 2000. The train ferry dock basin of 1936 was in-filled, and today its site is host to a sand operation.
The British Rail Board’s original report of 1989 outlined the closure of the Folkestone Harbour branch, but in the midst of the redevelopment at the Western Docks, the renowned steeply graded line continued to enjoy services. Unlike at Dover, where the passenger ferries at Eastern Docks were detached from the railway, Sea Cat sailings continued to operate from the railway pier at Folkestone, even after the opening of the Chunnel. These justified the retention of rail services to the Harbour station, which continued until the transference of the Sea Cat to Ramsgate in 2001.