Hampshire Fire and Rescue Service
Hampshire Fire and Rescue Service is the statutory fire and rescue service for the county of Hampshire, on the south coast of England. The service's chief fire officer is Neil Odin; the Service was formed on 4 April 1948 as a result of the Fire Services Act 1947. All local authorities were duty-bound to make provision for firefighting under the Fire Brigades Act 1938. Many meetings and discussions were held prior to the service's creation in 1948 by the Hampshire fire service committees, to discuss who would be appointed the role of chief fire officer and how the service would be structured. With ongoing expansion, the service was under increasing pressure to open a service HQ; the FRS was hoping to use and acquire North Hill House in Winchester for usage as the headquarters — a building still desired by the Admiralty at the time and therefore the service was not allowed to buy it. In May 1948; however twenty years in 1968, the service HQ moved to a floor of Ashburton Court, The Castle, Winchester as well as the control room.
In 1997, Hampshire County Council lost control of the FRS, transferring responsibility to the newly formed Hampshire Fire and Rescue Authority. HFRS are now headquartered in Eastleigh. Since late 2015, it has shared its headquarters with Hampshire Constabulary. Water Tender Ladder: P1 Water Tender: P4 First Response Capability: P5 Rescue Pump: P7/P8 Small Fires Vehicle: L1 Water Carrier: W1/W3 Aerial Ladder Platform: A1 Incident Command Unit: C1 Command Support Unit: C2 /C3 Environmental Protection Unit: E1 Light 4x4 Pump: M1 Light 4x4 Tender: M2 Heavy 4x4 Tender: M3 Wildfire Unit: M4 Response Support Vehicle: R1 Water Rescue Unit: R2 Animal Rescue Unit: R3 Maritime Incident Support Unit Fire & Emergency Support Service unit: S5 Prime Mover + High Volume Pump: T1 Prime Mover + High Volume Hose Layer: T2 Prime Mover + Foam Response Unit: F1+F2 Co-Responder Vehicle: V1CBRN Response: Detection, Identification & Monitoring: H8 Prime Mover + Mass Decontamination Unit: H9Urban Search & Rescue: Search & Rescue Unit: R4 Search & Rescue Dog Unit: R9 Operational Support Unit: T1 Prime Mover: T2/T3/T4/T5/T6Pods: Module 1 - Technical Search Equipment Module 2 - Heavy Transport, Confined Space & Hot Cutting Module 3 - Breaching & Breaking Equipment Module 4 - Multi Purpose Vehicle Module 5 - Shoring Operations Hampshire Fire and Rescue Service works in partnership with the South Central Ambulance Service to provide emergency medical cover to select areas of Hampshire.
21 areas have been identified as having a greater need for ambulance cover. Annually, the service attends over 13,000 medical emergencies supporting the ambulance service; the aim of a co-responder is to preserve life until the arrival of either a Rapid Response Vehicle or an ambulance. Co-Responder Vehicles are single manned by a specially trained firefighter, who will take the vehicle to his or her workplace/home and will respond from there when alerted to an incident via pager; each vehicle is equipped with: Defibrillator Bag and mask resuscitator Oxygen Airways Suction units Standard first aid equipment Entonox In addition to co-responding, the service has rolled out the Immediate Emergency Care program which has resulted in all front line fire appliances being equipped with more advanced medical equipment. This includes a defibrillator and patient monitoring equipment; as of October 2016, all appliances and front line crews had received equipment. In 2015, Hampshire Fire and Rescue Service carried out a risk review to determine how to reduce costs to match a £16m funding gap that would develop by 2020 due to funding cuts.
Following a public consultation in late 2015, the final proposals confirmed that none of the 51 fire stations in Hampshire would close and there would be no compulsory redundancies. Costs would be saved by reducing the number of operational firefighters at stations, including allowing some engines to respond to minor incidents with a smaller crew; the second major change was to introduce smaller engines at some stations. Until 2015, all Hampshire engines were design; the changes designated three types of fire engine: Enhanced Capability engines, which are similar in size to a traditional fire engine. Fire service in the United Kingdom Fire engine Fire apparatus FiReControl List of British firefighters killed in the line of duty
Woolston is a suburb of Southampton, located on the eastern bank of the River Itchen. It is bounded by the River Itchen, Peartree Green and Weston; the area is rich in aviation history. The ancient hamlet grew as new industries and railways came to the area in the Victorian era with Woolston being formally incorporated into the borough of Southampton in 1920. Woolston is believed to originate from Olafs tun, a fortified tun on the East bank of the River Itchen established by the Viking leader Olaf I of Norway in the 10th Century. In the Domesday Book of 1086, the area is recorded as Olvestune; the area now known as Woolston is certain to have received consignments of wool to be ferried across the River Itchen, Hampshire by the inhabitants of Itchen Ferry village. The evolution of Olvestune into "Woolston" is a result of that trade; the ancient hamlet grew as new industries and railways came to the area in the Victorian era with Woolston being formally incorporated into the borough of Southampton in 1920.
Development of the Itchen Bridge in the 1970s, to link Woolston with the Southampton City Centre, required significant changes. Old terraces had to be demolished to make room for the new structure. However, as the station that served passengers boarding and departing the Woolston ferry was no longer required, it was demolished and made way for many new townhouses to be built. Now, at the start of the 21st century, Woolston is again experiencing a period of major change, with the closure of the Vosper Thorneycroft shipyard and the start of construction on Centenary Quay on the site. Before 1920 Woolston was governed as part of the Itchen Urban District, from when it became part of Southampton, which achieved city status and became a unitary authority, governed by Southampton City Council. Woolston is within the Woolston ward which includes the neighbouring Weston; the ward elects three councillors to the city council all Labour members. Many locations considered part of Woolston, including the railway station and the Millennium Garden, are in the neighbouring Peartree ward.
The Woolston ward is within the Southampton Itchen parliamentary constituency, represented in the House of Commons by Royston Smith of the Conservative Party since 2015. The area is represented in the European Parliament within the South East England constituency. Woolston is bounded by Sholing, Peartree Green and Weston, its boundary with Weston is the stream. The nearest motorway is the M27. Woolston has a shopping area centred on the Victoria Rd/Portsmouth Rd crossroads and by the Woolston Floating Bridge. There had been a shipbuilding site on Victoria Road since 1870, the major employer in Woolston until 31 March 2004 when Vosper Thorneycroft relocated its operations to Portsmouth. A large'supermarket style' Co-op was opened on Victoria Road in April 2004, to replace a smaller ageing shop on the same road. On Saturday 23 May 2015, the large Co-op was shut down as the building would be sold to Lidl, which opened in February 2017; the Victoria Road shipyard site was acquired by the South East England Development Agency in March 2003. and vacated by Vosper Thorneycroft March 2004.
The South East England Development Agency subsequently announced plans for the site, to be split into two sections: A residential and retail area, to be developed and delivered by Crest Nicholson under the brand name Centenary Quay. 8.2 hectares for a marine employment quarter at the north of the site resulting in 820 employees – with plans developed by Dean and Dyball, but with SEEDA now responsible for the delivery of the site. This sector will include an'upper tier budget hotel'; the marine and commercial section will include several quays for vessels: The imminent redevelopment of that large waterside site seems to rejuvenate the shopping area, but the redevelopment has been predicted to place extra burden on the Itchen Bridge and cause extra congestion in Woolston. Developers of the residential site are reported to be considering the possibility of re-introducing a ferry service to Southampton. Work started on phase one of the Centenary Quay development July 2010. Phase one consists of creating family housing to the east of the site, as well as establishing a frontage to Victoria Road.
Houses have been built on the land where the Royal Navy stores once stood. Clearing that brownfield site was a major exercise, complicated by old munitions, including Mustard Gas shells, buried in the ground and asbestos; the redeveloped area is now in the district of WoolstonWoolston is thus becoming more of a residential area, though it will still retain some marine industry with facilities to berth vessels of up to 76 m in length. The Woolston Millennium Garden was created for the residents by a local group who wanted to give something back to their community and inject some pride into the area, it was completed in 2002. Its focal point is a 10-metre tall metal and recycled glass feather intended to signify Woolston's history of flight and sail; the garden is divided into three areas, signifying the sky and the sea. Many of the crew of the Titanic came from Woolston and there are bricks in the pathway through the garden that are inscribed with their names. St. Mark's Infants school in Church Road, moved to new premises in Florence Road in 1974, becoming Woolston First School and now today is known as Woolston Infant School.
Ludlow Infant School is situated on the same site as Ludlow Junior School, the largest Southampton primary school with 600 pupils. Woolston no longer provides education for pupils over t
Charge of the Light Brigade
The Charge of the Light Brigade was a charge of British light cavalry led by Lord Cardigan against Russian forces during the Battle of Balaclava on 25 October 1854 in the Crimean War. British commander Lord Raglan had intended to send the Light Brigade to prevent the Russians from removing captured guns from overrun Turkish positions, a task for which the light cavalry were well-suited. However, there was miscommunication in the chain of command, the Light Brigade was instead sent on a frontal assault against a different artillery battery, one well-prepared with excellent fields of defensive fire; the Light Brigade reached the battery under withering direct fire and scattered some of the gunners, but they were forced to retreat and the assault ended with high British casualties and no decisive gains. The events were the subject of Alfred, Lord Tennyson's narrative poem "The Charge of the Light Brigade", published just six weeks after the event, its lines emphasise the valour of the cavalry in bravely carrying out their orders, regardless of the nearly inevitable outcome.
Blame has remained controversial for the miscommunication, as the order was vague and Louis Edward Nolan delivered the written orders with some verbal interpretation died in the first minute of the assault. The charge was made by the Light Brigade of the British cavalry, which consisted of the 4th and 13th Light Dragoons, 17th Lancers, the 8th and 11th Hussars, under the command of Major General James Brudenell, 7th Earl of Cardigan. Present that day was the Heavy Brigade, commanded by Major General James Yorke Scarlett, a past Commanding Officer of the 5th Dragoon Guards; the Heavy Brigade was made up of the 4th Royal Irish Dragoon Guards, the 5th Dragoon Guards, the 6th Inniskilling Dragoons and the Scots Greys. The two brigades were the only British cavalry force at the battle; the Light Brigade were the British light cavalry force. It mounted fast horses which were unarmoured; the men were armed with sabres. Optimized for maximum mobility and speed, they were intended for skirmishing, they were ideal for cutting down infantry and artillery units as they attempted to retreat.
The Heavy Brigade under James Scarlett was the British heavy cavalry force. It mounted heavy chargers; the men were armed with cavalry swords for close combat. They were intended as the primary British shock force, leading frontal charges in order to break enemy lines. Overall command of the British cavalry resided with Lieutenant General George Bingham, 3rd Earl of Lucan. Cardigan and Lucan were brothers-in-law. Lucan received an order from the army commander Lord Raglan stating: "Lord Raglan wishes the cavalry to advance to the front, follow the enemy, try to prevent the enemy carrying away the guns. Troop horse artillery may accompany. French cavalry is on your left. Immediate." Raglan wanted the light cavalry to prevent the Russians from withdrawing the naval guns from the redoubts they had captured on the reverse side of the Causeway Heights, the hill forming the south side of the valley. This was an optimum task for the Light Brigade, as their superior speed would ensure the Russians would be forced to either abandon the cumbersome guns or be cut down en masse while they attempted to flee with them.
Raglan could see. However, the lie of the land around Lucan and the cavalry prevented him from seeing the Russians' efforts to remove the guns from the redoubts and retreat; the order was carried by Captain Louis Edward Nolan. Nolan carried the further oral instruction; when Lucan asked what guns were referred to, Nolan is said to have indicated with a wide sweep of his arm—not the causeway redoubts—but the mass of Russian guns in a redoubt at the end of the valley, around a mile away. His reasons for the misdirection are unknown. In response to the order, Lucan instructed Cardigan to lead his command of about 670 troopers of the Light Brigade straight into the valley between the Fedyukhin Heights and the Causeway Heights. In his poem, "The Charge of the Light Brigade", Tennyson dubbed this hollow "The Valley of Death"; the opposing Russian forces were commanded by Pavel Liprandi and included 20 battalions of infantry supported by over 50 artillery pieces. These forces were deployed at the opposite end of the valley.
Lucan himself was to follow with the Heavy Brigade. Although the Heavy Brigade was better armoured and intended for frontal assaults on infantry positions, neither force was remotely equipped for a frontal assault on a dug-in and alerted artillery battery—much less one with an excellent line of sight over a mile in length and supported on two sides by artillery batteries providing enfilading fire from elevated ground; the semi-suicidal nature of this charge was evident to the troopers of the Light Brigade, but if there were any objection to the orders, it was not recorded. The Light Brigade set off down the valley with Cardigan in front, leading the charge on his horse Ronald. At once, Nolan rushed across the front, passing in front of Cardigan, it may be that he realised that the charge was aimed at the wrong target and was attempting to stop or turn the brigade, but he was killed by an artillery shell and the cavalry continued on its course. Captain Godfrey Morgan was close by and saw what happened: The first shell burst in the air about 100 yards in front of us.
The next one exploded on touching the ground. He uttered a wild yell as his ho
Minister of Munitions
The Minister of Munitions was a British government position created during the First World War to oversee and co-ordinate the production and distribution of munitions for the war effort. The position was created in response to the Shell Crisis of 1915 when there was much newspaper criticism of the shortage of artillery shells; the agency was created by the Munitions of War Act 1915 passed on 2 July 1915. Under the vigorous leadership of Liberal party politician David Lloyd George, the Ministry in its first year set up a system that mobilized Britain's potential for producing a massive outpouring of munitions; the government policy, according to historian J. A. R. Marriott, was that: no private interest was to be permitted to obstruct the service, or imperil the safety, of the State. Trade Union regulations must be suspended. Results justified the new policy: the output was prodigious. Lloyd George gained a heroic reputation with his energetic work as Minister of Munitions, from 1915–1916, setting the stage for his political rise.
When the Shell Crisis of 1915 dismayed public opinion, with the news that the Army was running short of artillery ammunition, demands rose for a strong leader to take charge of munitions production. A new coalition ministry was formed in May 1915 and Lloyd George was made Minister of Munitions, in a new department created to solve the munitions shortage. In this position he received acclaim for a big rise in output, which formed the basis for his political ascent to Prime Minister in late 1916. All historians agree that he boosted national morale and focused attention on the urgent need for greater output but many say the increase in munitions output from 1915–1916, was due to reforms decided, though not yet effective, before he arrived. American historian R. J. Q. Adams provided details that showed that the Ministry broke through the cumbersome bureaucracy of the War Office, resolved labour problems, rationalized the supply system and increased production. Within a year it became the largest buyer and employer in Britain.
The Ministry was staffed at the top levels by businessmen loaned by their companies for the duration of the war. These men were able to coordinate the needs of big business with those of the state and reach a compromise on price and profits. Government agents bought essential supplies from abroad. Once bought, the Ministry would control their distribution in order to prevent speculative price rises and to enable normal marketing to continue; the whole of the Indian jute crop, for example, was distributed in this way. Steel, wool and flax came under similar controls. By 1918, the Ministry had a staff of 65,000 people, employing some 3 million workers in over 20,000 factories. Most Ministers appointed; the post was abolished in 1921, as part of a cutback of government and as a delayed result of the Armistice in 1918. By 1918 the ministry was superintending 20,000 factories, with large numbers of women new to engineering work. To improve efficiency and its public relations, the Ministry opened a department focused on workers' welfare.
It improved first aid conditions. Adams, R. J. Q. Arms and the Wizard: Lloyd George and the Ministry of Munitions, 1915–1916 OCLC 471710656. Arnold, Anthony J. "‘A paradise for profiteers’? The importance and treatment of profits during the First World War." Accounting History Review 24.2-3: 61-81. Beiriger, Eugene Edward. Churchill and Mechanical Warfare ISBN 0820433144. On Churchill role heading the Ministry Burk, Kathleen. Britain and the Sinews of War, 1914–1918 ISBN 0049400762. Clegg, Hugh Armstrong. A History of British Trade Unions since 1889: Volume II 1911-1931 pp 118-212. Gilbert, Bentley. David Lloyd George: Organizer of Victory 1912–1916, pp. 209–250 Grigg, John. Lloyd George: From Peace to War 1912–1916 pp. 223–256 Hay, Denys. "IV. The Official History Of The Ministry Of Munitions." Economic History Review 14#2 pp. 185–190. in JSTOR ISSN 0013-0117. Hill, L. Brooks. "David Lloyd George as minister of munitions: A study of his speaking tour of industrial centers." Southern Journal of Communication 36#4 pp. 312–323.
Lloyd-Jones and Myrddin John Lewis. Arming the Western Front: War and the State in Britain 1900–1920. Online review Marriner, Sehila. "The Ministry of Munitions 1915–1919 and government accounting procedures." Accounting and Business Research vol 10. Sup1, pp. 130–142. ISSN 0001-4788. Woollacott, Angela. On her their lives depend: munitions workers in the Great War ISBN 0520085027. Lloyd George, David. War Memoirs vol 1 ch 9. 19
Southampton Water is a tidal estuary north of the Solent and the Isle of Wight in England. The city of Southampton lies at its most northerly point. Along its salt marsh-fringed western shores lie the New Forest villages of Hythe and "the waterside", Dibden Bay, the Esso oil refinery at Fawley. On the steeper eastern shore are the Southampton suburb of Weston, the villages of Netley and Hamble-le-Rice, the Royal Victoria Country Park. Together with the Solent, Southampton Water is world-renowned for yachting, it served as one of the motorboating venues for the 1908 Summer Olympics. Geographically, Southampton Water is classified as drowned valley, of the English Channel, it was formed by the rivers Test and Hamble which flow into it, became an inlet of the sea at the end of the last ice age when sea levels rose, flooding many valleys in the south of England. In particular, it is that Southampton Water formed due to the submerging of the River Solent which flowed through the area, of which the River Test, River Itchen and River Medina are thought to be tributaries.
Southampton's emergence as a major port, as a port handling large vessels, depended on certain geographical features of Southampton Water. Its depth in its undeveloped state, was generous. An additional factor is the phenomenon of the "double tide", which results in unusually prolonged periods of high water; this facilitates the movements of large ships. Southampton Water is an estuary with major potential for land use conflicts. An area of urban development runs in the narrow band of land between Southampton Water and the New Forest National Park. Villages such as Marchwood, Dibden Purlieu and Fawley have all experienced significant growth. Between Hythe and Marchwood, an area of reclaimed land – Dibden Bay – was the site of a proposed port expansion by Associated British Ports; this was argued to be essential for the continued economic development of the Port of Southampton but the development was vigorously opposed by conservation groups. The intertidal marshlands of Dibden Bay have international significance.
The planning enquiry rejected the application from Associated British Ports recommending that the environmental value of the site could not be overruled when there were alternative sites for port expansion in southern England which had not yet been explored. The government accepted the recommendations of the planning inspector in April 2005. In July 2009, Associated British Ports launched a consultation on a 20-year masterplan for Southampton port, it sets out plans for future growth: "In identifying the Dibden reclaim as the only possible location for port expansion, ABP is aware of the nature conservation value of the site and the adjoining foreshore… Our demand forecasts indicate that expansion into the Dibden reclaim will become necessary between 2021 and 2027". In 1925 American hard-shelled clams were introduced into the River Test in an area warmed by cooling water discharge of Southampton Power Station in an attempt to breed them to allow them to be used as eel bait. Since their introduction the clams have spread through Southampton Water and into Portsmouth Harbour and Langstone Harbour
London and South Western Railway
The London and South Western Railway was a railway company in England from 1838 to 1922. Starting as the London and Southampton Railway, its network extended from London to Plymouth via Salisbury and Exeter, with branches to Ilfracombe and Padstow and via Southampton to Bournemouth and Weymouth, it had many routes connecting towns in Hampshire and Berkshire, including Portsmouth and Reading. In the grouping of railways in 1923 the LSWR amalgamated with other railways to create the Southern Railway. Among significant achievements of the LSWR were the electrification of suburban lines, the introduction of power signalling, the development of Southampton Docks, the rebuilding of Waterloo Station as one of the great stations of the world, the handling of the massive traffic involved in the First World War. Spreading car ownership led to a rapid decline of passenger traffic in Devon and Cornwall from about 1960 to the end of that decade so short mid-distance-from-London branches and the remote peninsular sections of route closed under the Beeching Report, except the line to Penzance from Exeter which had since the outset been the main preserve of the Great Western Railway, chiefly due to that company's initial laying of track there and doing so on broad gauge and encouraging Devon and Cornish companies to do so under the'Gauge War'.
The London and South Western Railway originated as a renaming of the London and Southampton Railway, which opened in May 1840 to connect the port of Southampton with London. Its original London terminus was Nine Elms, on the south bank of the river Thames, the route being laid through Wimbledon, Woking and Winchester, using what became the standard track gauge of 4 ft 8 1⁄2 in; the railway was an immediate success, this encouraged the company to think of extensions, to Windsor, to Gosport and to Salisbury. The company saw potential from the area westward, which put it in direct competition with the Great Western Railway: it was important to secure lines and stations to seek to keep the competitor out; as the Great Western Railway used the broad gauge, any gauge adopted by independent smaller lines dictated their permissibility for joint running, this territorial competition became known as the gauge wars. The Nine Elms terminus was inconvenient to most Londoners and the line was extended north-eastwards to Waterloo via the Nine Elms to Waterloo Viaduct in 1848.
The Great Western Railway secured access early on to Exeter and Plymouth through its allied companies, the LSWR aspired to build its own competing route to reach Devon and Cornwall, which would offer considerable traffic potential. It made a slow start but had its own line from Basingstoke to Salisbury and Exeter, continuing by a northerly arc to Plymouth, to north Devon and north Cornwall. Coming than the Great Western to the area, it never achieved the solid prosperity there of its broad gauge neighbour; the Southampton line had been extended to Weymouth via Ringwood, the LSWR consolidated its home area building branches closer to London, direct lines to Portsmouth, to Reading. It became joint owner, with the Midland Railway, of the Somerset and Dorset Railway, responsible for infrastructure and coaching stock on the latterly famous route. Shipping became significant with passenger and freight services to the Channel Islands, to Saint-Malo in France, to the Isle of Wight. In the twentieth century, it embarked on a programme of electrifying the suburban routes, at 600 V DC using a third rail.
This covered the entire suburban area. Freight traffic from the West Country was important, but the emphasis on suburban electrification led to weaker development of steam traction for fast passenger and goods services to Devon and Cornwall, to Portsmouth and Weymouth. At the grouping of the railways, the LSWR amalgamated with other railways to create the Southern Railway, the independent Isle of Wight railways were absorbed, becoming part of the former LSWR section within the Southern Railway, its enlightened and unorthodox Chief Mechanical Engineer, Oliver Bulleid, put in hand the construction of a fleet of powerful express steam locomotives, the Merchant Navy class, followed by a larger fleet of so-called light pacifics, built with lighter axle loading to give access to branch lines with weaker track and bridge strengths. At the same time they revolutionised express passenger train speeds to Weymouth and the West Country, although their technical innovation incorporated a number of difficulties.
Electrification of the Portsmouth line was now carried out. Capital infrastructure works were undertaken, including the Feltham marshalling yard, major improvements to Southampton Docks and Waterloo station, a new locomotive workshop at Eastleigh, grade separated junctions on the main line, as well as signalling modernisation schemes. A concrete manufacturing works was established at Exmouth Junction producing standardised pre-cast components such as platform units, lamp posts and platelayers' huts. Nationalisation of the railways in 1948 brought little immediate change to the former LSWR system, now part of the Southern Operating Area of British Railways the Southern Region, although national centralisation of locomotive design made Bulleid's position untenable and he retired. However, in
Mayfield Park, Southampton
Mayfield Park is a recreational area straddling Woolston and Weston in Southampton, England. The stream that runs through the park is the boundary between the two districts of modern Southampton; the park is maintained by Southampton City Council. It was part of the Chamberlayne family's Weston Grove estate. Much of the rest of the Weston Grove estate has been used to develop the post-war suburb of Weston. Mayfield Park survives because it was split from the Weston Grove estate in the nineteenth century, becoming the Mayfield Estate; the park straddles a stream which runs from nearby Millers pond, through a valley within the park draining the higher ground of the Hampshire Basin on the East of Southampton into Southampton Water. In 1762, Walter Taylor built a water-powered wood-working mill alongside this stream. Millers pond was formed to provide a reservoir to supply this mill; the mill site was rebuilt as a private house in the 19th century, but this suffered bomb damage during World War II and was abandoned.
The site has subsequently been excavated by Southampton City Council's Archeological Unit. The park was part of William Chamberlayne's Weston Grove Estate. In 1810, Chamberlayne erected a memorial to Whig politician Charles James Fox; this takes the form of a Portland Stone Obelisk, situated on the highest point of the estate where a windmill once stood. Chamberlayne was to become MP for the Southampton constituency, from 1818–1830. In 1854, Thomas Chamberlayne sold part of the estate to Col. Robert Wright, who built Mayfield House there, establishing the Mayfield Estate. Col Wright subsequently dedicated the Obelisk to two of his favourite horses, who are buried in the park. From 1889 to 1913, Mayfield House and the estate was owned by Granville Augustus William Waldegrave, 3rd Lord Radstock, he had worked as a missionary in Russia in the 1870s. During his tenure of the Mayfield Estate Lord Radstock added the inscription to the Obelisk, which reads "The earth is the Lord's and the fullness thereof – Psalms 24.1" On the death of the 3rd Lord Radstock, in 1913, the title and the Mayfield estate passed to Granville George Waldegrave, 4th Baron Radstock.
During World War I, Mayfield House was used to nurse wounded soldiers, serving as an annexe to the Royal Victoria Military Hospital at Netley. The consequences of World War I meant. A generation of young men were lost in the conflict, including the younger heirs to these estates and many of the men who worked in them. On the death of the 4th Lord Radstock, in 1937, the title was inherited by his 70-year-old brother Montague Waldegrave, 5th Baron Radstock; as the family was no longer able to maintain the Mayfield estate, it was sold to Southampton City Council. A covenant in the 4th Barons will requires it to be kept as an open spaceDuring World War II, displaced residents of Southampton were temporarily housed in Mayfield House; this building had 40 rooms, 23 of which were bedroomsIn 1944, the area was used to assemble troops and equipment during the build-up to D-Day. Southampton City Council used part of the Weston Grove Estate to meet the demand for new housing after World War II, creating the Weston Housing Estate.
Weston Park Boys and Girls schools were built in 1957. The title died out with the 5th Lord Radstock in 1953. Mayfield House was demolished a few years in 1956. Chamberlayne Road, Radstock Road, Wrights Hill, Gordon Terrace, Tankerville Road, Weston Grove Road, Obelisk Road and The Obelisk public house can all be found locally to Mayfield Park. An annexe to Woolston School, situated in Portsmouth Road, was named Mayfield House; this building was not the original house on the Mayfield Estate, it shared its name. The Chamberlayne Leisure Centre was opened in April 2000. Weston Park Boys school has been renamed the Grove Park Business and Enterprise College and more Oasis Academy Mayfield Weston Park Girls school has been renamed the Chamberlayne Park School and more Chamberlayne College for the Arts. Baron Radstock Waldegrave family Oasis Academy Mayfield Mayfield Park. Balliol Oxford, Jowett papers