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The High Level Bridge is a road and railway bridge spanning the River Tyne between Newcastle upon Tyne and Gateshead in North East England. It is considered the most notable historical engineering work in the city. It was built by the Hawks family from 5,050 tons of iron. George Hawks, Mayor of Gateshead, drove in the last key of the structure on 7 June 1849, and the bridge was officially opened by Queen Victoria later that year.
It was designed by Robert Stephenson to form a rail link towards Scotland for the developing English railway network; a carriageway for road vehicles and pedestrians was incorporated to generate additional revenue. The main structural elements are tied cast-iron arches.
Notwithstanding the considerable increase in the weight of railway vehicles since it was designed, it continues to carry rail traffic, although the King Edward bridge nearby was opened in 1906 to ease congestion. The roadway is also still in use, although with a weight restriction. It is a Grade I listed structure.
In 1835, the Newcastle and Carlisle Railway (N&CR) Act authorised the line to approach Newcastle to a terminus at Redheugh, on the south bank of the River Tyne, close to the end of the present-day New Redheugh Bridge. The Act also authorised a crossing of the Tyne there, giving rail access to the north shore quays. The river was shallow at this point, and the bridge would have been at a low level, only 20 ft (6.1 m) above high water. The line would then have climbed to a terminus at the Spital, near Neville Street and the east end of the present-day Newcastle Central station. The climb was to be at a gradient of 1 in 22 and would have been operated by a stationary steam engine with rope haulage.
Hitherto railways in the region had had a local focus, but now the Great North of England Railway (GNER) obtained authorising Acts to build from Newcastle to York, forming part of a continuous trunk railway network to connect to London; the project was controlled by George Hudson, the so-called Railway King. At first the GNER was content to get access to the N&CR Newcastle terminus, by connecting with the N&CR at Redheugh and running over its line across the Tyne and up to the Spital. This had the advantage of avoiding a separate, and expensive, crossing of the river, but would have meant a steep descent to Redheugh as the GNER line approached on high ground from the Team Valley, only to climb once again to the Spital. Moreover, William Brandling had made known his intention to reach Newcastle from his line by running at a high level through Gateshead. On 25 April 1837, the N&CR decided to build to their south side, low-level terminus at Redheugh, but to leave the issue of the Tyne crossing open.
Richard Grainger was a developer in Newcastle, and had acquired lands at Elswick (on the north bank of the Tyne west of the proposed Redheugh crossing). In 1836, he published a pamphlet recommending a crossing of the Tyne there, and the formation of spacious railway terminal accommodation there. Drawing attention to the limited scope for extending eastwards from the Spital, and "in the event of an Edinburgh Railway also terminating in this situation, the interchange of passengers, goods, and cattle would be greatly increased".
Grainger's plan was not adopted, and the Brandling Junction Railway reached Gateshead in 1839. The GNER ran out of money and it was superseded in Hudson's railway empire by the Newcastle and Darlington Junction Railway, which opened its line using the Brandling Junction Railway from the south east instead of through the Team Valley. The Brandling Junction line had a terminus in Gateshead at Greenesfield at a high level, and the N&CR line was built climbing on an inclined plane at a gradient of 1 in 23 from Redheugh to reach that. The Newcastle and Darlington Junction Railway opened its line from the south to Pelaw, allowing its trains to reach Gateshead over the Brandling Junction line, in 1844. The tables had been turned, and indeed for a while Greenesfield was the de facto main station for the conurbation of Newcastle and Gateshead.
John and Benjamin Green were a father and son architectural practice active in Newcastle. In 1841 Benjamin Green had proposed a high level bridge for road traffic, substantially on the alignment of the actual High Level Bridge; and sensing the commercial climate he explained how it could be adapted for railway use. He failed to get any financial support, but in 1843 George Hudson was looking for ways to extend his railway network northwards, and the Greens' scheme fitted with his takeover of the Newcastle and Darlington Junction Railway; the line got its authorising Act on 22 May 1844, and the Act included the road bridge.
The Newcastle and North Shields Railway had opened in 1839 from its own terminus at Carliol Square, on the north-east edge of Newcastle. As a purely local concern, the disconnection was not important, but interest gathered in a railway to central Scotland; the "Edinburgh Railway" foreseen by Grainger. A Scottish concern, the North British Railway, had got its Act of Parliament the previous year to build as far south as Berwick (later known as Berwick-upon-Tweed.
Now Hudson was intent on capturing the line to Edinburgh for his empire, and he encouraged the development of railway plans to get there; the route such a line might take continued to generate considerable controversy. There was still ambiguity about Hudson's intentions for the bridge—an easier crossing point at Bill Quay, two miles downstream had been considered—and Newcastle Town Council sought undertakings from him. In addition, he promised a footway crossing; this was apparently not a sweetener to the Town Council, but a commercial decision, expected to bring in £250 a week. The footway crossing was later extended to include horse-drawn vehicles.
Finally, the Newcastle and Berwick Railway was authorised by Act of Parliament of 31 July 1845. The line would cross the Greens' high level bridge, starting from the Gateshead Greenesfield station, and commitments made to the building of a bridge by the Newcastle and Darlington Junction Railway were transferred to the Newcastle and Berwick Railway.
The bridge was to be designed by Robert Stephenson; T E Harrison did the detailed design work.
The height of the railway, at about 120 ft (37 m) above high water, was determined by the level of the Brandling Junction line in Gateshead. A double-deck configuration was selected because of road levels on the approaches, and to avoid the excess width of foundations which a side-by-side arrangement would require. The deck width was determined by the useful roadway width plus the width of structural members, which gave the railway deck the width for three tracks.
The foundations were to be difficult because of the poor ground conditions in the river, and this ruled out an all-masonry structure, so cast iron or wrought iron was inevitable for the superstructure. A tied arch (or bow-string) design was favoured because the outward thrust imposed by an arch is contained by the tie; no abutments capable of resisting the thrust could be provided here.
Stephenson had used this configuration before; he recorded that, "The earliest railway bridge on the bowstring principle is that over the Regent's Canal, near Chalk Farm, on the London and Birmingham Railway".
The arch would consist of iron ribs. Fawcett says, "The reasons for not using wrought iron was due to some engineers' distrust of rivetting, the relatively small size of wrought iron plates then available, and the higher cost… On 1 October 1845 when the Newcastle and Berwick Board instructed T E Harrison for their bridges, none of the uses of wrought iron had been developed far enough to be considered as an alternative to cast iron for the High Level Bridge. A tubular bridge might have been considered by Robert Stephenson but the distance between solid and reasonably shallow foundations would have given a span much larger than the Britannia Bridge."
The depth of rock in the riverbed resulted in a height of 140 ft (43 m) from there to the superstructure. Three river piers were permitted by the Tyne Improvement Commissioners, and therefore four river spans of 125 ft (38 m) were decided on; there were additional subsidiary spans on the shore.
The cast iron arch ribs are 3 ft 6 in (1.07 m) deep at the crown, increasing to 3 ft 9 in (1.14 m) at the springing, with 12-inch (30 cm) flanges; the flanges and webs were three inches thick; in the case of the inner ribs, and two inches for the outer ribs. The rise was 17 ft 6 in (5.33 m), determined by the desired geometry to confine the horizontal thrust within bounds. Each arch was cast in five sections, bolted together.
Stephenson described the tie bars:
The ties consist of flat wrought-iron bars, 7 inches by 1 inch of best scrap iron, with eyes of 3½ inches diameter, bored out of the solid, and pins turned and fitted closely. Each external rib is tied by four of these bars, and each internal rib by eight. The sectional area of each external tie is 28 [square] inches, and of each internal tie 56 [square] inches, giving a total area of 168 square inches. These bars were all tested to 9 tons on the square inch.
The rail deck is supported above the arches by twelve 14-inch (360 mm) square columns at 9 feet 11 inches (3.02 m) centres. Suspension rods supported the road deck, and both decks had two layers of diagonally laid three-inch deck timbers on suitable wrought iron cross girders (and rail-bearers in the case of the rail deck).
The main contractors for the ironwork were Hawks, Crawshay, and Sons, who were assisted by John Abbot and Co., of Gateshead Park Works, and Losh Wilson and Bell, of Walker Ironworks, in the production of the castings. The tender was accepted at £112,000. The contract for the bridge piers and land arches and for the Newcastle Viaduct were won by John Rush and Benjamin Lawton of York for £94,000 and £82,500 respectively. The total cost of the contracts at 1999 prices would be over £30 million.
The first masonry was laid on 12 January 1847. A temporary timber viaduct on the east side was ready on 20 August 1848.
Timber coffer dams were constructed; they were 76 ft 6 in (23.32 m) by 29 ft (8.8 m) with two skins, the space between being filled with puddle clay. James Nasmyth had a novel design of steam pile driver; it had first been used in Devonport Docks in 1845; it could deliver 60 to 70 blows a minute; the cycle time with the hand-operated pile drivers formerly in use was four minutes. The drop weight was 1½ tons and its stroke was 2 ft 9 in (0.84 m); one was purchased from Nasmyth.
The ground gave considerable trouble during construction; Stephenson recorded:
Many difficulties occurred in driving the piles which considerably retarded the progress of the work, and, among others, the peculiar effect of ebb and flow during this operation is worthy of note. At flood-tide, the sand became so hard as almost totally to resist the utmost efforts of driving, while at ebb the sand was quite loose, and allowed of doing so with facility. It was therefore found necessary to abandon the driving on many occasions during high water. The difference between high and low water is 11 feet 6 inches. Another difficulty arose from the quicksands beneath the foundations. Although the piles were driven to the rock bottom, the water forced its way up, baffling the attempts to fill in between them; this, however, was remedied by using a concrete made of broken stone and Roman cement, which was continually thrown in until the bottom was found to be secure.
The arch ribs were erected in section by travelling crane; each arch was temporarily erected at the contractor’s works. The first was placed on 10 July 1848, and the erection of the ironwork was quick.
Already on 29 August 1848, it was possible to pass a special train over the first arch, and over a temporary structure for the rest of the crossing:
The High Level Bridge Over the Tyne: This important junction between the York and Newcastle and the Newcastle and Berwick Railway has been completed, and the event was celebrated on Tuesday last. In the afternoon of that day, a train of [specially invited] passengers passed along the temporary timber viaduct from the station at Gateshead to the station at Newcastle. Mr Hudson and several other Directors of the York, Newcastle, and Berwick line, who had been visiting Sunderland ... proceeded in a special train from that town to Gateshead... Several carriages were then added to the special train, and an open truck placed at each end, in which bands of music were stationed. The shrill sound of the whistle gave the signal for a royal salute, under the booming of which the train passed along the line, the band playing, and the thousands assembled to witness the event, rending the air with joyous acclamation Upon reaching the bridge, the bands struck up the well-known local air of "The Keel Row" which they continued till the train had reached the solid ground on the northern side of the river... The train proceeded to the Newcastle and Berwick station, where the company alighted and walked in procession to the Queen’s Head Inn, where a magnificent entertainment had been provided for the Directors and their friends, by the Mayor of Newcastle.
[From the south abutment of the High Level Bridge] and the river pier on the south side, the cast iron arch and road-way are nearly completed, and the second arch will be in progress in the course of a few weeks. From the middle of the first arch, the line curves to a temporary timber viaduct erected along the west side of the intended bridge. The height of this viaduct is one hundred and twenty feet to the level of the rails; it is built upon piles, which are driven between thirty and forty feet into the bed of the river. Its stability was sufficiently tested on Monday, when Captain Leffan (sic), the Government Inspector of Railways, examined it preparatory to the opening. On that day, two powerful engines weighing upwards of seventy tons, traversed it at different degrees of speed for between two and three hours; the weight would be about one ton to a foot, being four or five times greater than the temporary structure will ever be required to bear, and the result was, in the highest degree, satisfactory.
Among the company in the train were four ladies, who are deserving of honourable mention, from the courage they displayed in accompanying it, namely, Mrs Nichs. Wood, and Miss F. Wood, Mrs I. L. Bell, and her sister, Miss Pattinson of Washington. As the train passed steadily over the bridge the anxiety of the immense multitude seemed intense, and the scene was truly exciting, yet fearful—not only from the lofty eminence occupied by the train but, from the apparent narrowness and nakedness of the platform on which it rolled along. It seemed from its noiselessness, rather an aerial flight, than the rattling sweep of the iron horse.
Ordinary traffic appears to have used the temporary single line structure after this date.
The eastern track was ready for an inspection by Captain Laffan, Inspecting Office for the Board of Trade, when he visited on 11 August 1849; a load test with four tender locomotives and eighteen wagons loaded with ballast, a total weight of 200 tons. Laffan approved the bridge:
I believe all the works of the bridge are completed, and that I believe it to be perfectly secure and safe. The Company have as yet only laid one line of rails over this structure, and I beg to recommend that permission be given to open that one line.
The first passenger train crossed the completed structure on the morning of 15 August 1849.
Queen Victoria formally inaugurated the bridge on passing through by train on 28 September 1849.
The Queen at Newcastle: Her Majesty yesterday honoured this ancient borough with her presence. The event was one of universal and all-engrossing interest... The morning, unfortunately, was dull and the weather unsettled, giving forebodings of a wet and uncomfortable day... Notwithstanding, however, the unfavourable weather dense crowds assembled at every spot in this locality, where a view of the royal carriage could be obtained, and many remained for hours exposed to the weather in order that they might retain the places which at an earlier period of the morning they had secured. The bridge was densely lined with people, and the platform was well covered, though not inconveniently crowded. A profusion of banners were displayed on this elegant and substantial structure, and from nearly all the public and many of the private buildings both in Newcastle and Gateshead. The vessels in the river hoisted their flags mast-high on the occasion, and the church bells of the two towns rung many a merry peal in honour of the royal visit... Pursuant to a request issued by the Mayor, most of the shops were closed about 11 o’clock, and the manufacturers were desired by our worthy chief magistrate "not to produce smoke between that hour and one," with which we believe, they generally complied... At precisely twenty minutes past twelve, the royal carriage appeared in sight, and when it reached the Spital, a splendid locomotive, built by the celebrated house of Stephenson and Co., gaily decorated and bearing on its front "God save the Queen" surmounted by a crown, and a suitable inscription encircling the boiler, was attached to the train. It then slowly proceeded to the centre of the colossal fabric, amidst bursts of loud and rapturous cheering from the assembled thousands, her Majesty repeatedly acknowledging these marked demonstrations of loyalty and affection from her faithful and attached subjects.
The Mayors of Newcastle and Gateshead presented a formal address. The queen travelled in the royal carriage belonging to the London and North Western Railway.
In other carriages were members of her Majesty’s suite and the directors of the York, Newcastle, and Berwick Railway. The engine drawing the royal train was under the direction of Mr T. E. Harrison, the resident engineer, and driven by Mr Thos. Carr... After staying altogether from five to ten minutes, the train was again put in motion, and amidst firing of artillery and rapturous plaudits from the dense throng, proceeded en route to Darlington.
The bridge and its immediate approaches had cost £243,000.
The road deck was re-opened only in a southbound (towards Gateshead) direction and carries only buses and taxis; the one-way operation is required because of width considerations after protection to the structural members was inserted. Pedestrians and cyclists use the bridge freely. Railway traffic continues in full use of the bridge, although the majority of mainline trains use the King Edward VII bridge for reasons of convenience.
Warkworth Castle is a ruined medieval castle in Warkworth in the English county of Northumberland. The village and castle occupy a loop of the River Coquet, less than a mile from England's north-east coast. When the castle was founded is uncertain: traditionally its construction has been ascribed to Prince Henry of Scotland, Earl of Northumbria, in the mid-12th century, but it may have been built by King Henry II of England when he took control of England's northern counties. Warkworth Castle was first documented in a charter of 1157–1164 when Henry II granted it to Roger fitz Richard. The timber castle was considered "feeble", and was left undefended when the Scots invaded in 1173.
Roger's son Robert inherited and improved the castle. Robert was a favourite of King John, and hosted him at Warkworth Castle in 1213. The castle remained in the family line, with periods of guardianship when heirs were too young to control their estates. King Edward I stayed overnight in 1292 and John de Clavering, descendant of Roger fitz Richard, made the Crown his inheritor. With the outbreak of the Anglo-Scottish Wars, Edward II invested in castles, including Warkworth, where he funded the strengthening of the garrison in 1319. Twice in 1327 the Scots besieged the castle without success.
John de Clavering died in 1332 and his widow in 1345, at which point The 2nd Baron Percy of Alnwick took control of Warkworth Castle, having been promised Clavering's property by Edward III. Henry Percy, 1st Earl of Northumberland, added the imposing keep overlooking the village of Warkworth in the late 14th century. The fourth earl remodelled the buildings in the bailey and began the construction of a collegiate church within the castle, but work on the latter was abandoned after his death. Although The 10th Earl of Northumberland supported Parliament during the English Civil War, the castle was damaged during the conflict. The last Percy earl died in 1670. In the mid-18th century the castle found its way into the hands of Hugh Smithson, who married the indirect Percy heiress. He adopted the surname "Percy" and founded the dynasty of the Dukes of Northumberland, through whom possession of the castle descended.
In the late 19th century, the dukes refurbished Warkworth Castle and Anthony Salvin was commissioned to restore the keep. The 8th Duke of Northumberland gave custody of the castle to the Office of Works in 1922. Since 1984 English Heritage has cared for the site, which is a Grade I listed building and a Scheduled Ancient Monument.
Although the settlement of Warkworth in Northumberland dates back to at least the 8th century, the first castle was not built until after the Norman Conquest. The town and its castle occupied a loop of the River Coquet. The castle was built at the south end of the town, guarding the narrow neck of the loop. A fortified bridge also defended the approach to the town. The surrounding lowland countryside was favourable for agriculture. When the castle was founded and by whom is uncertain, though traditionally Prince Henry of Scotland, Earl of Northumberland, has been thought responsible. With civil war in South West England, King Stephen of England needed to ensure northern England was secure. To this end, the Treaty of Durham in 1139 between Scotland and England ensured peace. Under the treaty Henry of Scotland became Earl of Northumbria in exchange for ceding control of the castles at Bamburgh and Newcastle to the English. Without them Henry would have needed a new seat from which to exercise his authority, and a new castle at Warkworth may have met the requirement. However, charters show that Henry still controlled Bamburgh Castle after the treaty, and as Warkworth was a modest castle by contemporary standards it may have been founded by someone else. Henry died in 1152 and his son, Malcolm (crowned King of Scotland in 1153), inherited his lands. In 1157 Malcolm travelled to Peveril Castle in Derbyshire, where he paid homage to the new King of England, Henry II. Malcolm surrendered England's northern counties to Henry, including the castles of Bamburgh, Carlisle, and Newcastle, and probably Appleby, Brough, Wark, and Warkworth, though it is possible that Henry II founded Warkworth Castle in 1157 to secure his lands in Northumberland; other contemporary castles in the area were built for this purpose, for instance the one at Harbottle.
The first mention of Warkworth Castle occurs in a charter of 1157–1164 from Henry II granting the castle and surrounding manor to Roger fitz Richard,[4] a member of a noble Norman family. It has been suggested that this charter may have used the term castle to describe a high-status residence on the site, possibly dating from the Anglo-Saxon period, meaning Roger may have built the castle. He owned lands across a wide area, and Warkworth may have been of little significance in the context of his other holdings. When the Scots invaded Northumberland in 1173, although Roger fitz Richard was in the county Warkworth Castle was not defended by its garrison. Its defences at the time were described as "feeble". In 1174 Duncan II, Earl of Fife, raided Warkworth. The contemporary record does not mention the castle, and instead notes that Warkworth's inhabitants sought refuge in the church. When Roger fitz Richard died in 1178 his son and heir, Robert fitz Roger, was still a child. A guardian looked after the family estates until Robert came of age in 1191. He paid the Crown 300 marks in 1199 for confirmation of his ownership of Warkworth, including the castle. Substantial building work at Warkworth Castle is attributed to Robert. A favourite of King John, Robert hosted him at Warkworth Castle in 1213.
Warkworth Castle continued to descend through the family line when Robert fitz Roger was succeeded by his son John in 1214, who was succeeded by his son Roger in 1240. Roger died in 1249 when his son Robert was one year old, and a guardian was appointed to care for the family's estates: William de Valence, half-brother of King Henry III. The castle, characterised by this time by the chronicler Matthew Paris as "noble",[10] remained under the guardianship of Valence until 1268, when it reverted to Robert fitz John. King Edward I of England stayed at Warkworth Castle for a night in 1292. The English king was asked to mediate in a dispute over the Scottish throne and laid his own claim, leading to the Anglo-Scottish Wars. After the Scottish victory at the Battle of Stirling Bridge in 1297, Robert and his son, John de Clavering, were captured. They were subsequently released and in 1310 John assumed control of the family estates. A year later, John made arrangements so that on his death the king would receive all of his property. Between roughly 1310 and 1330 the English struggled to deal with Scottish raids in northern England. Such was the importance of large castles during the Scottish Wars that the Crown subsidised their maintenance and even construction. In 1319, King Edward II paid for a garrison for the castle of four men-at-arms and eight hobilars to enhance the existing force of twelve men-at-arms. Ralph Neville was the keeper of Warkworth Castle in 1322. As he was married to John's daughter, Euphemia, Ralph may have hoped to inherit the Clavering estates, but that did not happen. Twice in 1327 Scottish forces besieged the castle without success.
Around this time, the Percy family was becoming Northumberland's most powerful dynasty. Henry de Percy, 2nd Baron Percy, was in the service of Edward III and was paid 500 marks a year in perpetuity in return for leading a company of men-at-arms. In exchange for the annual fee, in 1328 Percy was promised the rights to the Clavering estates. Parliament declared such contracts illegal in 1331, but after initially relinquishing his claim Percy was granted special permission to inherit. John de Clavering died in 1332 and his widow in 1345, at which point the family's estates became the property of the Percys. While the Percys owned Alnwick Castle, which was considered more prestigious, Warkworth was the family's preferred home. Under the Percys a park was created nearby for hunting, and within the castle two residential blocks were created, described by historian John Goodall as "of unparalleled quality and sophistication in Northumberland". The second baron died at Warkworth in 1352.
In 1377 the fourth Baron Percy, also named Henry, was made the first Earl of Northumberland (becoming the first family from northern England to be granted an earldom) in recognition of his extensive power in the march areas along the Anglo-Scottish border. With a network of contacts and dependencies, the Percys were the pre-eminent family in northern England in the 14th century "for they have the hertes of the people by north and ever had", in the words of contemporaneous chronicler John Hardyng. Henry Percy commissioned the building of the distinctive keep shortly after he was made Earl of Northumberland. Percy may have enhanced his main castle to compete with John of Gaunt, who rebuilt the nearby Dunstanburgh Castle, or with the House of Neville, a family becoming increasingly powerful in northern England and who undertook a programme of building at the castles of Brancepeth, Raby, Bamburgh, Middleham, and Sheriff Hutton. Architectural similarities between Warkworth's keep, Bolton Castle, and the domestic buildings at Bamburgh Castle suggest that John Lewyn was the master mason responsible for building Warkworth's keep. Earl Henry helped dethrone Richard II and replace him with Henry IV. The earl and his eldest son Henry "Hotspur" Percy fell out with the new king, and eventually rebelled. After Hotspur was killed at the Battle of Shrewsbury in 1403, his father fled to Warkworth. The earl eventually went to York to submit to the king. He was arrested and the king attempted to install his own men at the castles of Alnwick, Langley Castle, Prudhoe, and Warkworth. The earl's 14-year-old son claimed that he was loyal to the king but was not empowered to formally surrender the castle, and it remained under control of the Percys. Henry was pardoned in 1404.
Earl Henry rebelled again in 1405, this time joining the unsuccessful revolt of Richard Scrope, Archbishop of York. While Henry was fleeing north after the failed rebellion, his castles offered some resistance before submitting to royal forces. Warkworth itself was well-provisioned and the garrison initially refused to surrender. However, according to a letter written by Henry IV from Warkworth after its fall, after just seven shots from his cannon the defenders capitulated. The castle was forfeited to the Crown, and was used by one of the King's sons, John, Duke of Bedford, who was appointed to rule the area. It remained in the ownership of the Crown until Henry V restored it to the Percy family in 1416, and at the same time made the son of "Hotspur" Henry, another Henry Percy, second Earl of Northumberland. It is known that the second earl resided at Warkworth and undertook building work there, but it is now unclear for which parts he was responsible.
The Percys supported the House of Lancaster during the Wars of the Roses, and the second earl and his successor – Henry Percy, 3rd Earl of Northumberland – were killed at the battles of St Albans in 1455 and Towton in 1461 respectively.[25] The new king, Edward IV, issued an attainder against the family and their property was confiscated. On 1 August 1464, as a result of suppressing Lancastrian rebellions in the north for the previous three years, the title of Earl of Northumberland was given to The 1st Marquess of Montagu, a Yorkist, and with it, the castle. During his tenure, he constructed a twenty-five-foot tall rectangular tower, built for defence, "with [arrow] slits in the three outer walls;" this is known as 'Montagu's Tower' to this day. His brother, The 16th Earl of Warwick, used Warkworth as a base from which the Lancastrian-held castles of Northumberland – Alnwick, Bamburgh, and Dunstanburgh – were attacked and their sieges co-ordinated. In 1470 Edward IV returned the Percys' estates to the eldest son of the third earl, who was also called Henry Percy. A year later Henry was granted the earldom of Northumberland. Some time after 1472 Henry remodelled the building of the bailey. He also planned to build a collegiate church within the castle, but the work was abandoned after his death. When the fourth earl was murdered in 1489, his son, Henry Algernon, inherited and maintained the castle. In the early 16th century Henry Percy, 6th Earl of Northumberland, was responsible for clearing the collegiate church founded by his grandfather, but left incomplete by the fifth earl. Thomas Percy, brother of the sixth earl, was executed for his role in the Pilgrimage of Grace in 1536. When Henry Percy died the next year without any sons, the family's property passed to the Crown.
In 1543 Sir William Parr, as warden of the Scottish marches decided to live at Warkworth and carried out repairs. Although royal officers still used the castle, by 1550 it had fallen into disrepair. In 1557 the Percy estates were restored to the descendants of Thomas, and the nephew of the sixth earl, another Thomas Percy, was given the earldom. He began a programme of repairs at the castle, and in the process dismantled "the hall and other houses of office".
The Rising of the North in 1569 saw Catholic nobles in northern England rebel against the Protestant Queen Elizabeth I. The Catholic Thomas Percy joined the rebellion and supporters congregated at the castles of Alnwick and Warkworth. Sir John Forster, Warden of the March, ordered those inside to leave and the castles were surrendered to his control. During the conflict that followed, Warkworth remained under royal control. Forster pillaged the castle, stripping it of its timbers and furnishings. The keep at least did not share in this fate, but in April 1572 Henry Carey, 1st Baron Hunsdon, bemoaned the treatment meted out to the Percy castles, writing to the queen's chief minister, "It is a great pity to see how Alnwick Castle and Warkworth are spoiled by him ... I am creditably informed that he means utterly to deface them both." An attainder was issued against Thomas Percy so that when he came into English custody he was executed without trial on 22 August. As a result, Percy's son was passed over, but under the terms of the attainder his brother was allowed to inherit. In 1574, Elizabeth granted Henry Percy permission to inherit the family's property and assume the title of 8th Earl of Northumberland.
The castle formed the backdrop for several scenes in William Shakespeare's Henry IV, Part 1 and Part 2. Another Henry Percy inherited the family estates in 1585 and assumed the title of 9th Earl of Northumberland. After the failed Gunpowder Plot of 1605, the earl was imprisoned for his connection with Thomas Percy, one of the plotters. Shortly before he was sentenced (he was fined £30,000 and held in the Tower of London), the earl leased Warkworth Castle to Sir Ralph Gray, who owned Chillingham Castle in Northumberland. Gray neglected the earl's building and allowed it to fall further into disrepair. The lead from the buildings in the bailey was sold in 1607 to alleviate the earl's financial problems. When James I visited in 1617 en route to Scotland, his entourage was angered by the sorry state of the castle. With the unification of England and Scotland under a single ruler, the earls of Northumberland had no need for two great castles near the Anglo-Scottish border; they maintained Alnwick at the expense of Warkworth. In the first quarter of the 17th century, the keep was used to hold manor courts and for the laying out of oats.
The details surrounding Warkworth Castle's role in the English Civil War are unclear, but the conflict resulted in further damage to the structure. Initially held by Royalist forces, the castle was still important enough that when the Scots invaded in 1644 they forced its surrender. Algernon Percy, 10th Earl of Northumberland, supported Parliament, which may have prevented the Scots from doing much damage to the castle.[34] Parliamentarian forces took over the castle in 1648; when they withdrew they removed the castle's doors and iron so that it could not be reused by the enemy. They may also have partially demolished some of the castle, and may be responsible for its present state. Algernon Percy unsuccessfully applied for compensation in 1649 for the damage.
The 11th Earl of Northumberland, the last Percy earl, died in 1670. Two years later his widow allowed the keep's materials to be reused to build Chirton Hall. A total of 272 cart-loads were taken from the keep. Lord Northumberland's property passed to The 7th Duke of Somerset through marriage. In 1698, the owners decided not to renovate Warkworth Castle after the estimate to add battlements, floors and new windows came in at £1,600. Lady Elizabeth Seymour inherited the property from her father in 1750. Her husband, Hugh Smithson, changed his name to Hugh Percy, and the castle then descended through the Dukes of Northumberland, a dynasty he founded.
During the 18th century the castle was allowed to languish. The south-west tower was falling apart and around 1752 part of the curtain wall east of the gatehouse was demolished (it was rebuilt towards the end of the century). The town and its historic ruins were by now attracting interest as a tourist destination, largely due to Bishop Thomas Percy's poem, The Hermit of Warkworth. In the mid 19th century, The 3rd Duke of Northumberland undertook some preservation work. His successor, The 4th Duke of Northumberland, contracted Anthony Salvin to restore the keep. The work undertaken between 1853 and 1858 was not as extensive as Salvin had planned, and was limited to partially refacing the exterior and adding new floors and roofs to two chambers, which became known as the Duke's Chambers, on the second floor. The Duke occasionally used the chambers for picnics when he visited from Alnwick Castle. The 4th Duke funded excavations at the castle in the 1850s which uncovered the remains of the collegiate church within the bailey.
In 1922, The 8th Duke of Northumberland granted custodianship of the castle to the Office of Works which had been made accountable for the guardianship of ancient monuments. The Duke's Chambers remained under the direct control of the Percys. The Office of Works undertook excavations in the moat in 1924 and removed the custodian from the gatehouse. English Heritage, who now manage and maintain the site, succeeded as the castle's custodians in 1984, and three years later the Duke's Chambers were given over to their care. The castle is a Scheduled Ancient Monument, a "nationally important" historic building and archaeological site which has been given protection against unauthorised change. It is also a Grade I listed building (first listed in 1985) and recognised as an internationally important structure. The castle continues to be officially owned by the Percy family, currently being owned by the 12th Duke of Northumberland.
I prefer winter and fall, when you feel the bone structure of the landscape.
Something waits beneath it; the whole story doesn't show.
~ Andrew Wyeth
Das Bild entstand durch eine Fehlzündung, nach dem Spielen in ACDSee fand ichs aber irgendwie doch cool.
Obviously the centre of all attention is the Center Stage made of bamboo structure with aluminium zinc roof.
Not only does this podium provides entertainment for the visitors, it is believed the spiritual buddies enjoy it even more so. In fact, the front row is often vacant out and reserved for the spirits.
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The Ghost Festival, also known as the Hungry Ghost Festival, or Yu Lan is a traditional Chinese festival and holiday celebrated by Chinese in many countries. In the Chinese calendar (a lunisolar calendar), the Ghost Festival is on the 15th night of the seventh month (14th in southern China).
In Chinese tradition, the fifteenth day of the seventh month in the lunar calendar is called Ghost Day and the seventh month in general is regarded as the Ghost Month (鬼月), in which ghosts and spirits, including those of the deceased ancestors, come out from the lower realm.
Distinct from both the Qingming Festival (in spring) and Chung Yeung Festival (in autumn) in which living descendants pay homage to their deceased ancestors, on Ghost Day, the deceased are believed to visit the living.
On the fifteenth day the realms of Heaven and Hell and the realm of the living are open and both Taoists and Buddhists would perform rituals to transmute and absolve the sufferings of the deceased. Intrinsic to the Ghost Month is ancestor worship, where traditionally the filial piety of descendants extends to their ancestors even after their deaths.
Activities during the month would include preparing ritualistic food offerings, burning incense, and burning joss paper, a papier-mâché form of material items such as clothes, gold and other fine goods for the visiting spirits of the ancestors
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More images of the Hungry Ghosts "Yu Lan" Festival here:
Hungry Ghosts "Yu Lan" Festival
More Chinese Temples images here:
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Photo shot with Photo shot with Nikon D600 + AF-S VR Zoom-Nikkor 70-300mm f/4.5-5.6G IF-ED
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Source: en.wikipedia.org/wiki/Rothenburg_ob_der_Tauber
Rothenburg ob der Tauber is a town in the district of Ansbach of Mittelfranken (Middle Franconia), the Franconia region of Bavaria, Germany. It is well known for its well-preserved medieval old town, a destination for tourists from around the world. It is part of the popular Romantic Road through southern Germany.
Rothenburg was a Free Imperial City from the late Middle Ages to 1803. In 1884 Johann Friedrich (von) Hessing (1838-1918) built up "Wildbad Rothenburg o.d.T." 1884-1903.
Source: en.wikivoyage.org/wiki/Rothenburg_ob_der_Tauber
Rothenburg ob der Tauber is a town along the Romantic Road in Bavaria, Germany, about halfway in between Frankfurt and Munich. It is best known for its medieval town center (Altstadt), seemingly untouched by the passage of time, encircled by the undamaged 14th century town wall. In the Middle Ages, Rothenburg ob der Tauber was a free imperial city, reaching its apex of prosperity under mayor Heinrich Toppler in the 15th century with a large population of 6,000 - much larger than Frankfurt or Munich at that time. Today Rothenburg ob der Tauber is a small, quaint town and a big tourist attraction. Especially popular with American and Japanese tour-buses and organized groups, the town can feel a bit overcrowded sometimes, but its sheer beauty makes up for that and more than justifies its popularity.
Just North of the main structures of Tulum stands a group of smaller buildings known as the Kukulcán Group. The most interesting of these, the Temple of the Wind God (Templo del Dios del Viento) is shown here. This building had a dual purpose. It served as a lookout post and it was also a storm warning system. The building was constructed with a hole in the roof which produces a whistle when high winds blow. When a hurricane approached the area, the Maya would know to take shelter when they heard the whistle.
This building is associated with the Yucatec Maya deity known as Kukulcán, the feathered serpent. According to Maya mythology: Kukulkan always travels ahead of the rain god Chaac, helping to predict the rains as his tail moves the winds and sweeps the earth clean.
See a detailed view of the building here: Tulum: Temple of the Wind God (detail)
Maya Ruins of TULUM
Yucatan Peninsula, Quintana Roo, Mexico
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LC-A+
Kodak Ektar 100
Double exposure of NY street and random building. I'm playing with this more and more.
At 2:44PM on October 12, 2022 the Los Angeles City Fire Department responded to a reported structure fire at 7056 N Van Nuys Blvd in Van Nuys. The first fire company arrived to find a one story, vacant commercial building (7,600 square feet built in 1957) well involved in fire.
After initially deploying an offensive fire attack, the incident commander quickly transitioned to a defensive operation due to the extent of fire involvement. As crews established hand lines, a collapse zone of 30’ was implemented at the front of the building due to concern about the stability of the façade. Approximately 20 minutes into the incident, an ‘Emergency Traffic’ radio alert was issued informing all on the fire ground of the full collapse of the façade. All firefighters were safely outside the collapse zone and continued their operation without delay.
The building to the North (on the Bravo side) abutted the fire building while there was a small separation with the building to the South (on the Delta side). Despite the close proximity of the two exposures and the heavy fire present, firefighters battled and succeeded in defending the structures from fire damage – saving over thirty businesses.
It was a long, extended operation due to the amount of fire and challenges in safely access all areas of the building. The RS3, Robotic Fire Fighting Vehicle was deployed to apply high volumes of water (master streams) more deeply into the building than was safely possible by firefighters. The combination of hand lines, ladder-pipes, RS3 and the team of over 85 firefighters, working under the command of Assistant Chief Corey Rose, fully extinguished the fire in over four hours.
One firefighter was transported to the hospital in fair condition with heat exhaustion. There were no other injuries reported.
Per protocol, LAFD Arson and Counter-Terrorism Section (ACTS) responded and is actively investigating the cause of the fire.
© Photo by Greg Doyle
LAFD Incident 101222-1068
Connect with us: LAFD.ORG | News | Facebook | Instagram | Reddit | Twitter: @LAFD @LAFDtalk
I love the shape, colour and structure of artichoke. Of course you can eat them, lovely, but these ones are allowed to grow and show their violet flowers inside. But we need patience.
Desks for studying are ready enough.
座席は十分な数がありますので、多い日も安心。
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金沢海みらい図書館 - 建築グラビア Architecture Gravure
Gallery : photowork.jp/christinayan01/architectural/archives/5302
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Kanazawa Umimirai Library (金沢海みらい図書館).
Architect : Coelacanth K&H Architects (設計：シーラカンスK&H).
Contractor : Toda Corporation (施工：戸田建設、兼六建設、高田建設JV).
Completed : March 2011 (竣工：2011年3月).
Structured : Steel frames (構造：鉄骨造、鉄筋コンクリート造).
Costs : $45 million (総工費：約45億円).
Use : Library (用途：図書館).
Height : 59 ft (高さ：18.09m).
Floor : 3 (階数：地下1階、地上3階).
Floor area : 58,534 sq.ft. (延床面積：5,438.97㎡).
Building area : 22,722 sq.ft. (建築面積：2,111.89㎡).
Site area : 126,615 sq.ft. (敷地面積：11,763.43㎡).
Location : 1-1 I, Jichumachi, Kanazawa City, Ishikawa, Japan (所在地：日本国石川県金沢市寺中町イ1-1).
Referenced :
www.lib.kanazawa.ishikawa.jp/umimirai/about/
www.jia.or.jp/member/award/kenchikusen/2012/
www.komei.or.jp/km/kadoma-haruta-kiyoko/2013/11/30/%E9%87...