An Experimental Inquiry Concerning the Relative Power Of, and Useful
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The Construction of Northumberland House and the Patronage of Its Original Builder, Lord Henry Howard, 1603–14
The Antiquaries Journal, 90, 2010,pp1 of 60 r The Society of Antiquaries of London, 2010 doi:10.1017⁄s0003581510000016 THE CONSTRUCTION OF NORTHUMBERLAND HOUSE AND THE PATRONAGE OF ITS ORIGINAL BUILDER, LORD HENRY HOWARD, 1603–14 Manolo Guerci Manolo Guerci, Kent School of Architecture, University of Kent, Marlowe Building, Canterbury CT27NR, UK. E-mail: [email protected] This paper affords a complete analysis of the construction of the original Northampton (later Northumberland) House in the Strand (demolished in 1874), which has never been fully investigated. It begins with an examination of the little-known architectural patronage of its builder, Lord Henry Howard, 1st Earl of Northampton from 1603, one of the most interesting figures of the early Stuart era. With reference to the building of the contemporary Salisbury House by Sir Robert Cecil, 1st Earl of Salisbury, the only other Strand palace to be built in the early seventeenth century, textual and visual evidence are closely investigated. A rediscovered eleva- tional drawing of the original front of Northampton House is also discussed. By associating it with other sources, such as the first inventory of the house (transcribed in the Appendix), the inside and outside of Northampton House as Henry Howard left it in 1614 are re-configured for the first time. Northumberland House was the greatest representative of the old aristocratic mansions on the Strand – the almost uninterrupted series of waterfront palaces and large gardens that stretched from Westminster to the City of London, the political and economic centres of the country, respectively. Northumberland House was also the only one to have survived into the age of photography. -
John Rennie – Civil Engineer
/~4 k~ Ldt,1M, lh-cAAVN "~a-tGt /t/8/.201) JOHN RENNIE (1761-1821) F.R.S.E., F.R.S. CIVIL ENGINEER Contemporary biographical notices reprinted on the 250th anniversary of his birth selected and edited by Professor Roland Paxton MBE FICE FRSE SCHOOL OF THE BUILT ENVIRONMENT HERIOT-WATT UNIVERSITY 7th JUNE 2011 Rennie's first major road bridge at Kelso. Designed 1798, built 1802-05 with five elliptical spans of72 ft. Similar in elevation to his Waterloo Bridge, London 1811-17 with 9 main spans of 120 ft. CONTENTS Notices in or by: The Times, 1821. 4 Baron Charles Dupin, 1821. 5 The Scotsman, 1821 9 [Sir] John Barrow, 1824, 1842. 13 [Sir] David Brewster, c.1825, 1830. 18 John Gorton (ed.), 1830. 22 Michael A. Borthwick, Trans. ICE, 1837. 23 Rennie's magnificent London Bridge designed in 1820 with a centre arch of 152 ft span. Progressed posthumously to completion in 1831 by his sons, cost c.£2.Sm. It lasted until 1968 when it was sold and dismantled. By 1971 its facings formed part of a re-build at Havasu City, Arizona. This engraving, from a drawing by A. Pugin is dated 1831. 2 PREFACE The purpose of this publication is to provide a contemporary impression of the life and work of the eminent civil engineer John Rennie FRSE [1788] & L [1798] to complement lectures, and exhibitions in Dunbar and London, commemorating the 250th anniversary of his birth on 7th June. To this end, these seven biographical notices have been selected, the first being notable for its depiction of the grandeur of Rennie's funeral at St Paul's Cathedral in 1821. -
A MONSTROUS RESOLUTION There Are Not a Few Among Tlie Grand
CONTENTS. LEADERS— PAGE. Grand Lod ges, whicli have tlie misfortune to be alllicted with A Monstrous Resolution ... ... ... ... ... 23 non-affiliate on the brain , but we have never read a resolu- Ars Quatuor Coronatorum ... ... ... ... ¦¦ 23 tion passed b the most determined of those Grand bodies The Mark Masonic Calendar ... ... ... ... ... 24 y Craft Masonry ... ... ... ... ... •¦• 24 mon 1 calculated lo bring ridicule upon Freemasonry than that MASONIC N OTES— which was adopted by the Grand Lodge of Idaho at its 30th First Meeting of Board of Stewards for Royal Masonic Benevolent Institution 29 Father Wyndham and "The Freemason " ... ... ... 29 Annual Communication in September against non-affiliates. Quarterly Court of the Girls' School ... ... ... ... 29 This Grand Lod ge was est ablished in lhe later sixties. Annual Convocation of Grand Chapter of Ohio ... ... ... 29 " " It Masonic Cruise to Egypt and the Holy Land ... ... ... 29 has a muster roll of some 50 lodges , and amongst these are Correspondence ... ... ... ... ... ... so dist ributed subscribing members to (he number of between Craft Masonry ... ... ... ... ... ... 30 Lodge and Chapter of Instruction ... ... ... ... ... 31 rioo and 1200. There are also residing within the jurisdictio n Obituary ... ... ... ... ... ... ... 31 Royal Masonic Institution for Girls... ... ... ... ... 32 ol this Grand Lodge a number of brethren , who have at some Masonic and General Tidings ... ... ... ... ... 33 lime or other been subscribing members of lodges either in Idaho or elsewhere , but who , for reasons whicli have appeared A MONSTROUS RESOLUTION to Ihem good and sufficient , have withdrawn from our ranks. Thev joined us livel y and voluntaril y and ri There are not a few among tlie Grand Lodges m tlie United , they ghtl y consider they are as free to leave us. -
The Descendants of John Pease 1
The Descendants of John Pease 1 John Pease John married someone. He had three children: Edward, Richard and John. Edward Pease, son of John Pease, was born in 1515. Basic notes: He lived at Great Stambridge, Essex. From the records of Great Stambridge. 1494/5 Essex Record office, Biography Pease. The Pease Family, Essex, York, Durham, 10 Henry VII - 35 Victoria. 1872. Joseph Forbe and Charles Pease. John Pease. Defendant in a plea touching lands in the County of Essex 10 Henry VII, 1494/5. Issue:- Edward Pease of Fishlake, Yorkshire. Richard Pease of Mash, Stanbridge Essex. John Pease married Juliana, seized of divers lands etc. Essex. Temp Henry VIII & Elizabeth. He lived at Fishlake, Yorkshire. Edward married someone. He had six children: William, Thomas, Richard, Robert, George and Arthur. William Pease was born in 1530 in Fishlake, Yorkshire and died on 10 Mar 1597 in Fishlake, Yorkshire. William married Margaret in 1561. Margaret was buried on 25 Oct 1565 in Fishlake, Yorkshire. They had two children: Sibilla and William. Sibilla Pease was born on 4 Sep 1562 in Fishlake, Yorkshire. Basic notes: She was baptised on 12 Oct 1562. Sibilla married Edward Eccles. William Pease was buried on 25 Apr 1586. Basic notes: He was baptised on 29 May 1565. William next married Alicia Clyff on 25 Nov 1565 in Fishlake, Yorkshire. Alicia was buried on 19 May 1601. They had one daughter: Maria. Maria Pease Thomas Pease Richard Pease Richard married Elizabeth Pearson. Robert Pease George Pease George married Susanna ?. They had six children: Robert, Nicholas, Elizabeth, Alicia, Francis and Thomas. -
Ss Intaba, Built by Hall, Russell & Co., Ltd, YORK PLACE, Footdee, Aberdeen, 1910
2019-v1. Ss Intaba, built by Hall, Russell & Co., ltd, YORK PLACE, Footdee, Aberdeen, 1910. STANLEY BRUCE SS Intaba, built by Hall, Russell & Co., Ltd., York Place, Footdee, Aberdeen, 1910. Stanley Bruce, 2019-v1. Due to the age of the photographs, paintings, and drawings in this book they are all considered to be out of copyright, however where the photographer, artist or source of the item is known it has been stated directly below it. Cover photograph: SS ‘Intaba’, heading out of Aberdeen 1910, perhaps on her sea trials, or heading to London. (photographer unknown). This book has been published as part of a series of books on an entirely non- profit basis, and made available to all online free of charge as a pdf. The aim of the book is to make the history of the SS ‘Intaba’ available to a wider audience. If you have any comments regarding this book, or any further information about this ship or anything associated with her, please get in touch, especially if you have any photographs or paintings. Since this is an electronic edition, it will be possible to update and include any new information. I can be contacted at [email protected] If printing this book, it is best printed in A4 or as an A5 booklet. - 1 - SS Intaba, built by Hall, Russell & Co., Ltd., York Place, Footdee, Aberdeen, 1910. Stanley Bruce, 2019-v1. Foreword Aberdeen’s association with the sea is now largely based on the oil and gas industry, and prior to that as a major fishing port. -
Civil Engineers' Commemorative Plaques
CIVIL ENGINEERS’ COMMEMORATIVE PLAQUES Biographical notes on the civil engineers whose names are commemorated on the façade of the Civil Engineering Building CIVIL ENGINEERING DEPARTMENT IMPERIAL COLLEGE ------------ LONDON 1995 © Department of Civil Engineering Imperial College 1987 Revised 1995 FOREWORD The term civil engineer appeared for the first time in the Minutes of the Society of Civil Engineers, formed in 1771. In using this title, founder members of the society were recognising a new profession in Britain which was distinct from the much earlier profession of military engineer. John Smeaton, whose name appears among those on the plaques, was among the founder members. The Society, which still exists, was later renamed the Smeatonion Society of Civil Engineers after principal founder, John Smeaton, and was the precursor of, but distinct from, the Institution of Civil Engineers, which was formed in 1818, with Thomas Telford as its first President. The transformation of Britain from an agrarian to an industrial society during the eighteenth and nineteenth centuries was made possible only through the skill and ingenuity of civil engineers. From the beginning of the eighteenth century the quantity and range of engineering work gained momentum, encompassing river navigation schemes, drainage of marshes, work on docks and harbours, the building of bridges, and the surveying and laying out of a large canal system. The last involved tunnels and aqueducts on a hitherto undreamt of scale. As the Canal Age gave way to the development of the railway system during the nineteenth century, the challenges which engineers had to meet became even greater. The building of the railway track and bridges called for rapid advances in iron technology and an understanding of behaviour of both wrought and cast iron. -
The Royal Engineering College, Cooper's Hill (1871-1906) : a Case Study of State Involvement in Professional Civil Engineering Education
This electronic thesis or dissertation has been downloaded from the King’s Research Portal at https://kclpure.kcl.ac.uk/portal/ The Royal Engineering College, Cooper's Hill (1871-1906) : a case study of state involvement in professional civil engineering education. Cuddy, B P The copyright of this thesis rests with the author and no quotation from it or information derived from it may be published without proper acknowledgement. END USER LICENCE AGREEMENT Unless another licence is stated on the immediately following page this work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivatives 4.0 International licence. https://creativecommons.org/licenses/by-nc-nd/4.0/ You are free to copy, distribute and transmit the work Under the following conditions: Attribution: You must attribute the work in the manner specified by the author (but not in any way that suggests that they endorse you or your use of the work). Non Commercial: You may not use this work for commercial purposes. No Derivative Works - You may not alter, transform, or build upon this work. Any of these conditions can be waived if you receive permission from the author. Your fair dealings and other rights are in no way affected by the above. Take down policy If you believe that this document breaches copyright please contact [email protected] providing details, and we will remove access to the work immediately and investigate your claim. Download date: 10. Oct. 2021 THE ROYML INDIAN ENGINEERING COLLEGE, COOPER'S HILL, (1871-1906) A case study of State involvement in professional civil engineering education. -
Obituary. Rhys William Jones, 1804-1864
608 MEMOIRS. mulation of Water.-Application of Spherical Bearings to Screw- shaft. 9. Propeller Shaft Stuffing-box and Gearing.-Peculiar method of coupling and unshipping the Propeller-blades,which operations can be easily effected when under way.-Pcculiar method of coupling thc Propeller-shaft with the Engine. 10. 300 H.P. Stationary Inverted Cylinder Compensating or Double Piston Steam Engine, with external Crank.-Reduced speed Air-pump. 11. Modification of Variable Expansion Gear and Slide Valve. 12. High-pressure, Non-condensing Compensating or Double Piston Stcam Engine, with Governor acting upon a Throtfle Valve in theExhaust Stcam-pipe. 13. Expansion Valve Governor. 14. Steam Boiler with ' Bouloirs,' adapted for Screw Fire-grate. 15. Tubular Boiler. 1G. 300 H.P. Horizontal, Compensating, or Double Piston Steam Engine, connected with a pair of Vertical Fan-propellers.-Peculiar con- struction of Proneller and Feed-box. and Rerrulatina Anoaratus. 17. Application of FriGion Break or Starting AppGratus tu0 C&k-shafts of Marineengines, for connecting or disengaging Paddle-wheel or Scrcw-propeller. 18. Application of Friction Break or Starting Apparatus to the end of a Shaft, for connecting the same with, or disengaging it from another Shaft, through the medium of a Universal Joint or Coupling. 19. Spherical Bearings, especially adapted for heavy Shafts, and where the Pedestals cannot be fixed to a solid foundation ; as, for instance, for Shafts of Screw-propellers. 20. Application of Friction-break, or Starting Apparatus, to the Fly-wheel of a Rolling Mill, or other heavy machinery requiring to be sud- denly started or stopped, and where the resistance to be overcome by the Motor is liable to be suddenly increased.-Also application of the same Apparatus for reversing the motion of the Rolls of a Rolling Mill. -
Papers of John Rennie (17611821), Thomas Telford (17571834) and Related Figures from the National Library of Scotland
INDUSTRIAL REVOLUTION: A DOCUMENTARY HISTORY Series Two: Papers of John Rennie (17611821), Thomas Telford (17571834) and related figures from the National Library of Scotland DETAILED LISTING PART 2 REEL 21 MSS. 1977119965 RENNIE PAPERS (continued) (see page 11 of this guide for an introduction to the Rennie Papers) MSS. 1983119929 NOTEBOOKS Throughout his career, particularly during the 1790s, Rennie filled many notebooks with information about the works he himself was involved with, and about others which he visited out of professional curiosity. The books are mostly narrow octavos, interleaved with blotting paper. Rennie seems to have carried them with him on his frequent travels and to have filled them in pencil, rewriting in ink, often on top of the pencil, at some more convenient moment. Rennie received much of his information orally, and in consequence the spelling of place names is not always accurate, and some places at least cannot be certainly identified. The notebooks also contain addresses, booklists (especially of the early technological books and medieval chronicles in which he was interested), and notes of expenses for his travels which often make it clear where he went and when. This series of notebooks does not contain those which relate exclusively to subject represented elsewhere amongst the papers. These have been placed with other relevant material. MSS. 1983119902 are arranged chronologically, and all relate to a number of different works. 1990325, also in chronological order, relate to specific works. 1992631 are miscellaneous notes of receipts, calculations etc. All are octavo unless otherwise stated. -
WAGON BRIDGES of the EASTERN CAPE, C.1840
WAGON BRIDGES OF THE EASTERN CAPE, c.1840 – 1900 THE CONTRIBUTION OF ENGINEERING TO INFRASTRUCTURAL DEVELOPMENT A thesis submitted in fulfilment of the requirements for the degree of DOCTOR OF PHILOSOPHY of RHODES UNIVERSITY by DENNIS E. WALTERS January 2018 Supervisor: Prof. Gary Baines ABSTRACT This thesis examines an aspect of economic and technological history which has been little explored in South African history. It argues that the military subjugation and the economic development of the Cape Colony, and particularly of the Eastern Cape, were contingent upon good transportation. The geography of the country, which included relatively impassable mountains and numerous often flooded rivers, necessitated bridges as well as roads. Both were expensive. As a leader in industrial technology, Britain was well placed to extend bridge-building skills to its colonies. This thesis examines the processes by which a small and undeveloped colony strove to create an efficient technological infrastructure. As wagon traffic increased through progress, delays in crossing rivers became a hindrance leading to agitation for bridges. It will be shown that the construction of wagon bridges over the numerous rivers encountered in the Eastern Cape Colony was imperative for the initial free flow of military forces and for later commercial expansion as new towns were established. The eastward expansion was led by the military during the frontier wars followed by the Royal Engineers who built roads and bridges along the eastern frontier. The new Colonial Secretary John Montagu, who arrived in 1843, boosted the colonial finances by overhauling the administration. He established the Central Road Board, an organisation that would drive the building of mountain passes, roads and bridges. -
Epsom Common (003).Pdf
1 FOREWORD Epsom Common Association was founded in 1974 by Ted Dowman, then living in the Greenway, Epsom. In his original foreword he explained that the Association was formed after he had written a letter to a local paper complaining about the way motorists drove over the grassy areas around Stamford Green. He was also concerned about horse riders who thoughtlessly rode over footpaths, making them difficult for walkers. The subsequent development of the Association is described on p41 and included the restoration of the Great Pond, for which we received a Civic Award (p42). Bob Dye, who initiated this, is the only founder member of the Committee still active, though he is well into his eighties. I became chairman in 1983 and Ted left Epsom in 1985. We have since followed a similar programme of walks, displays at local functions, talks to local groups and we have added an autumn lecture as well as one at the AGM. We have maintained our interest in conservation, especially in scrub clearance, and though the Borough Council's activities have been limited by lack of funds we are grateful to the Surrey Wildlife Trust, the Lower Mole Countryside Management Project and many volunteers for their help. We have been greatly concerned about possible effects of a proposed Epsom bypass and one route across the Common was seriously under consideration. This now seems unlikely but other routes and the development of Epsom on land belonging to hospitals to the north of B280 could have direct or indirect effects on the Common. In 1991, the Corporation of London acquired the adjoining Ashtead Common, part of the same SSSI, and great progress has been made there in practical conservation by traditional methods of management. -
'Civilising and Disciplining Nature'
Chapter 4 ‘Civilising and Disciplining Nature’ One cannot deny that these results [of the Commission’s hydrau- lic works] represent a veritable triumph of peaceful international work, conceived with the support of science and conducted with constancy, assurance and loyalty. DIMITRIE A. STURDZA, 1908 ∵ 1 ‘The Father of the Danube’ By the end of his life, Charles Augustus Hartley (1825–1915) was an accom- plished man, with a remarkable career in fluvial and maritime engineering. Perhaps the best recognition of his technical mastery was the ‘Albert Medal’ which he received in 1903, in the same decade as Alexander Graham Bell, Andrew Noble and Marie Curie, in recognition of his services, extending over forty-four years, as Engineer to the International Commission of the Danube, which have resulted in the opening up of the navigation of that river to ships of all nations, and of his similar services, extending over twenty years, as British Commissioner on the International Technical Commission of the Suez Canal.1 Hartley’s professional path is illustrative of the internationalisation of hydrau- lic projects in the nineteenth century. He was involved in engineering works on four continents, but his most durable and probably greatest accomplishment was that completed along the Maritime Danube in his capacity as engineer- in-chief of the European Commission of the Danube. Paraphrasing David Blackbourn’s chapter on the celebrated Johann Gottfried Tulla, the engineer who accomplished the straightening of the Rhine, Hartley was ‘the man who 1 ‘Albert