View allAll Photos Tagged c1912
ID
3455
Listing Date
16 March 1976
History
The large-scale development of Llandudno as a seaside resort originates from the late 1840s. In 1846, Owen Williams, born on Anglesey, but in business at Liverpool is said to have proposed a resort to John Williams agent of the Mostyn family who had sponsored the enclosure of the common land below the Great Orme. A fisherman's hut below the Great Orme was the meeting place where Owen Williams and The Hon T E M Lloyd Mostyn MP developed the idea. Plans were drawn up by Wehnert & Ashdown, architects and surveyors, of Charing Cross, London. Leases were offered for sale on 29 August 1849.
The St George's Hotel was amongst the first buildings on the Parade, and opened in 1854. It was built for Isaiah Davies, a local man who had inherited the King's Head public house; he allegedly obtained this prime site by cancelling the drinking debts of Mostyn agent John Williams. St George's Crescent was built as a terrace of symmetrical composition which has undergone some later alterations, eg addition of attic storeys, alterations to Wave Crest Hotel and to St Georges’s Hotel. Originally each end block, namely parts of St George’s Hotel and Queen’s Hotel, were of five bays width facing sea; this part of St George’s Hotel now of nine bays width having assimilated an adjacent 5-window unit. The hotel was extended towards the W from 1878. As one of the the most prestigious hotels in Llandudno, guests have included Disraeli, Gladstone, Lloyd George, Churchill, Bismarck, Napoleon III and Empress Eugenie.
Exterior
Hotel. Stucco with rusticated ground floor; slate roof. Three storeys, on basement, plus attic. All sash windows have been replaced by metal casement glazing. Corner block with 9 windows to Parade, 3 windows to St George's Place.
Giant order of Corinthian pilasters to first and second floors; crowing entablature. Above the entablature there is an attic storey with plain pilasters and moulded cornice. Windows with stuccoed shouldered architraves on second floor, first floor sash windows with moulded architraves, and with alternate triangular or segmental pediments on consoles. Ground floor to Parade covered by galzed loggia with balustrade and Ionic columns, deep fascia board; elaborate iron rails to first floor balcony over.
The hotel has taken in the formerly separate building to L. Five windows. At attic level, central dormer with triangular pediment paired sashes; outer bays have dormer (relief decoration) with semi-circular pediments and single sash windows. Modillion cornice. Moulded band course between cornice and 2nd floor windows. Second floor windows are all 12-pane sashes in lugged architraves. On first floor, sashes without glazing bars in moulded architraves; central window has segmental pediment. Central doorway with 2 sash windows to each side covered by glazed verandah.
In St George's Place, centre bay of 3-window block has steps (granite balusters) up to porch with paired granite columns; granite facing to entrance. To R of this, 5-storey tower with hipped roof and round-headed window; 3 round-headed windows at attic level; 2 windows on 3rd, 2nd, 1st floors; bow window below. To R of this, block of 4 storeys and attic, 8 windows; segmental pediments to attic dormers, bracketed cornice; on first floor alternating 1-light and tripartite windows with segmental pediments; on ground floor, alternating bow windows and single-light windows; porch in end bay. Balustraded forecourt walls and piers in St George's Place.
Three storeys and attic. Each end block with sash windows with flat beads on ground floor. There is an ornate iron work balcony parapet of c1912 before first floor of the St George’s Hotel.
Interior
Although some rooms have been combined, retains cornices etc generally Baroque in style. Grand dining room (early C20?) in Adam style with low-relief frieze, swags, panelling etc.
Reasons for Listing
The earliest of the major hotels on Llandudno sea front, which is the most important part of the planned Victorian seaside resort of Llandudno. Group value with adjacent listed buildings.
britishlistedbuildings.co.uk/300003455-st-georges-hotel-s...
Such purity! An unblemished child seen through crystal clear jelly! A pre-WW1 advert for one of the products of the famous company of Chivers', whose main base was at Histon near Cambridge in the 'Orchard Factory'. Chivers were pioneers in the field of commercial fruit preparation, canning and packing - the company were sold to Schweppes in the 1960s and so the brand has vanished into the many guises of Premier Foods.
A page from the wonderfully detailed Bacon's Atlas of London & Suburbs, this being dated from c1912 by one of the 'special maps' bound in at the front of the atlas. The bulk of London is covered in a series of map sheets at 4" to the mile and is very detailed giving a clear indication of the pre-WW1 city, in its full Victorian and Edwardian splendour but before the massive inter-war expansion into 'Metroland' and similar suburbs.
Bacon's was formed by one George Washington Bacon (1830–1922), an American who set up business in London producing atlases and maps of the capital in about 1870 after a series of business failures. G W Bacon prospered and in c1900 were acquired by the Scottish publishers and cartographers W.& A.K. Johnston of whom they became a subsidiary.
This is the western half of sheet 5 and covers the existing settlements of Willesden and Willesden Green along with Cricklewood, Neasden and Hendon - the latter still being somewhat separate from the Metropolis but, thanks the railways and tramway routes shown, rapidly being drawn into the suburban spawl that was covering the once rural fields of Middlesex. The name 'Willesden Paddocks' hints at the centuries old use that was about to be swept away.
The railways are very dominant here with the LNWR's main West Coast line clipping the lower corner and the Metropolitan Railway, progenitor of 'Metroland' running almost east - west here on its way from Baker St to the Chilterns. The village of Neasden has begun to change thanks to the Met's main works, and workers housing, being situated here and in the 1930s with the coming of the North Circular Road, it would truly become part of the suburbs. The other main line, parallelling Edgware Rd (that would become the A5) is the Midland main line and this includes the little used (for passenger traffic) Midland & South Western Joint line, the Dudding Hill line.
The Brent Reservoir, the "Welsh Harp", dominates the valley of the River Brent and this 'no mans land' would become dominated in time by industries alongside the NCR most famously recalled in Staples Corner where the A406 met the A5. These were joined in time by the M1 motorway and Brent Cross developments of the 1960s.
ift.tt/2g6j8tD #Turkey Trot in Cuero, Texas - Herding Turkeys to Market c1912 [2982x2230] #history #retro #vintage #dh #HistoryPorn ift.tt/2fTx2BB via Histolines
Great steet scene with many horses still present and meaningful hats on the humans.
Dating, location and details by JB (KK 69521). See more in comments.
Photographer unknown.
A page from the wonderfully detailed Bacon's Atlas of London & Suburbs, this being dated from c1912 by one of the 'special maps' bound in at the front of the atlas. The bulk of London is covered in a series of map sheets at 4" to the mile and is very detailed giving a clear indication of the pre-WW1 city, in its full Victorian and Edwardian splendour but before the massive inter-war expansion into 'Metroland' and similar suburbs.
Bacon's was formed by one George Washington Bacon (1830–1922), an American who set up business in London producing atlases and maps of the capital in about 1870 after a series of business failures. G W Bacon prospered and in c1900 were acquired by the Scottish publishers and cartographers W.& A.K. Johnston of whom they became a subsidiary.
One of the special plates shows the numerous London electricity supply undertakings, mostly private companies although a good few of the Borough councils also ran municipal undertakings. One of the early issues in the electricity supply industry was that many undertakings generated and supplied power at different voltages and phases. This was to become a significant issue that finally forced Government intervention in post-WW1 years as it was hampering the more widespread use of electricity as well as making the manufacturing and use of electrical appliances, both domestic and industrial, difficult. As such many of these companies formed themselves into a 'committee' in c1922 followed by a more binding Joint Electricity Authority in c1925. This largely coalesced around the County of London company, as well as the Underground Group dominated North Met.
This enabled a much larger degree of conformity in supply voltages etc., as well as allowing for the closure of various smaller, early and inefficient generating stations with undertakings being supplied in bulk from either more efficient or the new generation of 'designated' and Grid generating stations.
Taken from a photograph by R S Carpenter in my collection.
LYR class 31 entered service September 1912. Became LMS 12865 after the 1923 grouping and withdrawn during 1937.
Chivers' were a pioneering company in the processing and canning of fruit and this advert pushes the large range they produced alongside the company's custard powder.
A section from the wonderfully detailed Bacon's Atlas of London & Suburbs, this being dated from c1912 by one of the 'special maps' bound in at the front of the atlas. The bulk of London is covered in a series of map sheets at 4" to the mile and is very detailed giving a clear indication of the pre-WW1 city, in its full Victorian and Edwardian splendour but before the massive inter-war expansion into 'Metroland' and similar suburbs.
Bacon's was formed by one George Washington Bacon (1830–1922), an American who set up business in London producing atlases and maps of the capital in about 1870 after a series of business failures. G W Bacon prospered and in c1900 were acquired by the Scottish publishers and cartographers W.& A.K. Johnston of whom they became a subsidiary.
This section of the Underground railways and gas suppliers of London, a curious mix, shows a dotted line snaking from Wimbledon south to Sutton via Morden - through the supply area of the Wandsworth, Mitcham and Epsom Gas undertaking. This line had been promoted by local landowners unhappy with the services of the London & South Western Railway and who were keen to promote their lands for development. They obtained an act of Parliament for the scheme between 1908 and 1912 and then persuaded the Metropolitan District Railway, part of the Underground Group, to actually agree to finance and construct it as an extention of their Wimbledon branch. The MDR did make some changes, notably the number and location of stations but then events took a turn and some reconstruction work in the Wimbledon area took place.
With the outbreak of WW1 all ground to a halt and in post-war years other schemes came into play. The LSWR and its successor, the Southern, were unhappy as to proposed incursions of the Underground into their operating territory especially when the scheme to extend the City & South London tube railway (now the Northern line) south from Clapham was promoted. Eventually there was a trade off and the Underground Group agreed that they would extend the Northern line to Morden, and no further, and in 1924 they handed over the scheme for the Wimbledon and Sutton Railway to the Southern for construction and completion.
This duly happened with the new line, following more extensive reconstruction at Wimbledon, opening the new line in 1929/30. It was never regarded as much of a financial success and one wonders if the Underground had not made the better bargain - a more complocated District with even more pressure ont he western approaches to Earls Court on top of the already 'lopsided' nature of the line.
Taken from a photograph possibly by R S Carpenter in my collection.
The locomotives appear to be LYR 1571, entered service September 1912, became LMS 12865 after the 1923 grouping and withdrawn March 1937; a class 24 0-6-0T; a class 31 0-8-0; a class 27 0-6-0 and another class 31.
I believe the car in the foreground is a 1910 Moyer body with a 1912 starter attached to the engine. There are several clues about the car and in the rest of the photo that would seem to verify this but I'm not 100% certain. If it is a Moyer, this would probably be the Moyer factory in Syracuse, New York.
A page from the wonderfully detailed Bacon's Atlas of London & Suburbs, this being dated from c1912 by one of the 'special maps' bound in at the front of the atlas. The bulk of London is covered in a series of map sheets at 4" to the mile and is very detailed giving a clear indication of the pre-WW1 city, in its full Victorian and Edwardian splendour but before the massive inter-war expansion into 'Metroland' and similar suburbs.
Bacon's was formed by one George Washington Bacon (1830–1922), an American who set up business in London producing atlases and maps of the capital in about 1870 after a series of business failures. G W Bacon prospered and in c1900 were acquired by the Scottish publishers and cartographers W.& A.K. Johnston of whom they became a subsidiary.
This is the eastern half of sheet 5 and shows the more developed area south of Hampstead Heath that includes Kilburn. This part of London had long been carved up by the railways - seen here are the Midland Railway's main line, turning north at West Hampstead with the Metropolitan and Great Central's lines that here at Finchley Road dive down into largely tunnel sections towards Baker St and Marylebone. Running east - west, along with the Midland is what is now the North London line of the Overground, both here tunnelling under the Hampstead ridge.
To the north can be seen the growing suburb of Golders Green - a place that only a decade previously was largely open fields and whose development was a sign of the suburban sprawl that the tube railways, in connection with the mainlines, were about to begin. The then terminus station of the Charing Cross, Euston & Hampstead Railway - now the Northern line - had appeared here in 1907 when the site was useful for the surface depot that still serves the line. It was also, famously, part of the story of the American financier C T Yerkes who funded the three 1906/7 tube lines who is reputed to have seen the open fields of Middlesex and to his Chicago eyes expounded that this is where the devlopment and his commuters would appear from! In the early 1920s the line was extended further north towards Edgware, spurring on even more growth.
Taken from a print in my collection, no further details known.
LTSR class 1, no.17 THAMES HAVEN. Became MR 2126 and name removed c1912. Became LMS 2126 after the 1923 grouping and renumbered 2191 in 1927 and later 2068 in 1930. Withdrawn by 1936.
An interesting photograph reproduced in an article in "Concrete" magazine just prior to the First World War and showing the reconstruction of the bridges over the Metropolitan Railway's line at Kings Cross station in London. The electrification of the bulk of the London tramway system was carried out by the London County Council after 1903. The Council were forced to chose, because of the concerns of other local authorities as to the visual impact of overhead wires as normally used on urban tramways, the highly complex and expensive conduit sysyem of electrification. This image clearly shows the huge cast iron 'yokes' that had to be sunk under the road to form the continuous conduit that carried the electrified rail. The current was collected by the tram through the use of a plough that hung under the tramcar and that passed through a slot in the road surface that sat at the apex of the yoke as seen here. This system lasted until the very end of London's tramways in 1952. Some other operators used a similar system, most notably Washington DC but care should be taken not to confuse this with the cable car tram system that is still in use in San Francisco and that famouslt was also use din Edinburgh until electrication on the overhead system in 1923/5. The scale of this construction can still be found today in some of London's streets in that these cast iron yokes were so massive a task to remove at abandonment they were frequently left in-situ and they do, occassionally, show up in modern roadwork excavations. The works here formed part of the reconstruction of one of the bridges over the Met and Widened Lines a little to the east of the main line station. On the left is one of the entrances to the Kings Cross tube station and this shows an early canopy as well as the use of the Maltese Cross for the 'Cross' in Kings Cross that was seen in early years.
Walking past and saw this old London double decker parked outside. What a novel limo to use for a wedding.
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Grade: II*
Date Listed: 10 January 1953
English Heritage Building ID: 455416
OS Grid Reference: SJ4941412763
OS Grid Coordinates: 349414, 312763
Latitude/Longitude: 52.7102, -2.7502
Situated at the entrance to Shrewsbury Castle and the Shropshire Regimental Museum is the Grade II* listed Castle Gate House. The house was originally located on Dogpole, but was dismantled and re-built in its present postion in the 18th century by the Earl of Bradford. Whilst many of Shrewsbury's 660 listed buildings are tradional black and white 'magpie' half timbered houses, Castle Gates House is all the more eye-catching for it's black and yellowed appearance. As such, it is easily recognisble to visitors entering Shrewsbury's town centre from Castle Street.
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House. Late C16 with later modifications including major
restoration c1912. Timber-framed with plain tiled roof.
2 storeys and attic, 3-window range. Framed in closed studding with middle rail, and moulded bressumer over ground floor, and 2 intermediate rails in the upper section, with some cusped quatrefoil panelling in the 2 left-hand bays. None of the rails is continuous across the facade, possibly 2 phases of construction, perhaps left hand bays a later addition. Central 4-centred arched door, flanked by full-height canted bays with 3-light wood mullioned and transomed windows on each floor, added c1912. Axial stack marks the junction of the 2 possible phases of construction.
Lower 2-storey addition to the left, and long wing to the right, largely brick but incorporating some timber-framed construction.
INTERIOR: Early C17 staircase with splat balusters and moulded rail.
HISTORICAL NOTE: The house was originally built on Dogpole, and was moved to its present position c1702 by the Earl of Bradford, its original site being developed with what is now the Guildhall (qv).
Linen with silk organza collar and cuffs, and a silk twill bow.
English c1912-1914.
Worn by Miss Heather Firbank.
(I painted this from a marvellous book of photographs called "Modern Fashion in Detail" by Valerie Mendes, showing details of some of the gorgeous dresses displayed by the Victoria and Albert Museum.)
Chocolat d'Aiguebelle "European Royalty & Palaces" series of 12 issued c1912
No11 King Peter I of Serbia and Konak Residence, Belgrade
A wonderful advert for what was one of London's great departmental stores in its day - seen here in c1912 when this wonderful building on Queen's Road in Bayswater had just opened following a huge reconstruction of the store. The building is in the news again this week as it is due to be gutted (again) and redeveloped, mostly as housing rather than retail. This grand building was designed by architects Belcher & Joass and the exterior is Listed, the interior having been gutted during remodelling in the late 1980s. Whiteley's was founded by William Whiteley (1831 - 1907) a self-made Yorkshire man whose private philandering, despite his public persona of respectable benefactor, caught up with him. In January 1907 he was shot dead in the store by a man claiming to be his illegitimate son. The company continued until bought out by UDS in the 1960s and with trade withering away the store closed in 1981. The company was known as the 'Universal Provider' in that it prided itself on being able to supply almost every requirement - "from a pin to an elephant" it is said!
The cover of the August 1926 AEG Progress magazine, this detailing the company's extensive railway activities. Although the AEG was 'electrical' (the company's name gives it away - Allgemeine Elektricitäts-Gesellschaft AG) and they helped pioneer elctric traction on tyransport systems they also built more traditional steam locomotives, primarily for German railways and systems with close German links such as in South America. The very ordered layout and typography is a common theme in AEG's publicity - for many years this showed the influence of Peter Behrens, the architect appointed in 1907 as the company's 'industrial designer' and who influenced almost every detail of the company's 'corporate identity', including the trademark logo lettering seen here, this version and typeface dating from c1912/14. The photo is of a German State Railways 2-C-1 type locomotive as built by AEG, noted as the 3650th loco to pass through AEG's workshops.
Henry Golden Dearth (April 22, 1864 – March 27, 1918) was a distinguished American painter who studied in Paris and continued to spend his summers in France painting in the Normandy region. He would return to New York in winter, and became known for his moody paintings of the Long Island area. Around 1912, Dearth changed his artistic style, and began to include portrait and still life pieces as well as his paintings of rock pools created mainly in Brittany. A winner of several career medals and the Webb prize in 1893, Dearth died suddenly in 1918 aged 53 and was survived by a wife and daughter.
See: gandalfsgallery.blogspot.com/2010/05/henry-golden-dearth-...
Port side view of an Acheron Class destroyer built by Hawthorn Leslie, c1912.
It’s unclear whether the vessel is HMS Jackal or HMS Tigress. Both destroyers served during the First World War (TWAM ref. DS.HL/2/100/3).
The shipyard of R. & W. Hawthorn Leslie at Hebburn built many fine warships. During the First World War the firm built 2 light cruisers, 3 destroyer leaders and 25 torpedo boat destroyers. The firm also built machinery and boilers for 2 battleships, and a further 3 light cruisers. These and other warships built by Hawthorn Leslie before the War, are remembered in this set.
There are remarkable images of warships under construction at Hebburn, as well as fascinating shots of the people who attended the launches. The set also contains majestic views of the ships at sea. The images are not only a testimony to the skill of those who designed and built these ships but also to the courage of those who sailed in them.
(Copyright) We're happy for you to share these digital images within the spirit of The Commons. Please cite 'Tyne & Wear Archives & Museums' when reusing. Certain restrictions on high quality reproductions and commercial use of the original physical version apply though; if you're unsure please email archives@twmuseums.org.uk
Chocolat d'Aiguebelle "European Royalty & Palaces" series of 12 issued c1912
No6 King George V of England and Windsor Castle
A page from the wonderfully detailed Bacon's Atlas of London & Suburbs, this being dated from c1912 by one of the 'special maps' bound in at the front of the atlas. The bulk of London is covered in a series of map sheets at 4" to the mile and is very detailed giving a clear indication of the pre-WW1 city, in its full Victorian and Edwardian splendour but before the massive inter-war expansion into 'Metroland' and similar suburbs.
Bacon's was formed by one George Washington Bacon (1830–1922), an American who set up business in London producing atlases and maps of the capital in about 1870 after a series of business failures. G W Bacon prospered and in c1900 were acquired by the Scottish publishers and cartographers W.& A.K. Johnston of whom they became a subsidiary.
This is the eastern half of Sheet 1 and this covers the suburban delights of Finchley that includes Church End, East Finchley and North Finchley along with Woodside Park. The map cleaerly shows the Great Northern Railway's suburban branches that ran out of Kings Cross and that from opening in the 1870s had stimulated suburban growth of a generally 'high quality' - in comparison with the denser areas say such as Walthamstow served by the GER. In time the GNR's line, by then the LNER's, was to be included in London Transport's extensions of the Northern line that would, had the plans come to fruition, have included not just the electrification of the bulk of the railway seen here that occurred in 1940, but that would have formed part of the Northern Heights extensions that post-war austerity and green belt planning saw cancelled.
Also clearly seen are the Mill Hill Barracks and, around Temple Fortune, the northern edge of the famous Hampstead Garden Suburb. One other use of land on the then 'outer edge' of the Metropolis was that of cemeteries for the inner London boroughs that had long since run out of land for burial grounds. Here those for three boroughs, Islington, Marylebone and St Pancras can be seen.
The organ which fills the north transept built in 1860 - 61 as the resting place of 51 years rector Rev Edward Thomas March Phillipps and his family, by his successor and son in law Rev Edward Smythies, was bought second hand c1912 and is thought to have been built in Devon c 1900 , it is made of 3 separate smaller organs and was renovated and restored in 2007 - Church of St Peter & St Paul, Hathern Leicestershire