coast as a protection against invasion, but also as a springboard for continental expeditions and to protect communication routes to the continent. Then it was necessary to protect England’s internal borders against the Scots and the Welsh. Perhaps most important of all was the lavishing of money on strategic royal castles inland. These had been established as the administrative, judicial and financial nodes of the kingdom, and many had become favoured royal residences too. All performed another crucial task, of emphasising royal lordship over both great and humble.
Few new castles were founded after 1130. As both prestige and warfare demanded buildings of stone, it was a period of rebuilding and reconstruction. For Henry II and his successors, the cultural and military value of a great tower was still unsurpassed and so, while many timber castles had their walls replaced in stone, the towers were in many cases a new addition. Newcastle-upon-Tyne, Orford, Peveril and Scarborough castles all acquired great towers, but the last, largest and most expensive was at Dover, where Henry II spent £7,000 between 1180 and 1190. To put this in some sort of context, the total receipts of the royal exchequer in 1130 were £24,500. Dover has a continuous history of fortification back into the Iron Age and perhaps beyond, but no securely dated remains exist before the reign of Henry II. Henry erected his great tower on the highest point of the site surrounded by an inner defensive wall, with 14 projecting rectangular towers and two gates protected by a defensive outwork or barbican. This inner wall was itself guarded by the Iron Age earthworks around it and a short section of wall to the north-east (fig. 69). The great tower was a colossus: nearly square, 83ft tall, with walls between 17ft and 21ft thick. Its silhouette was designed to be seen from France. Inside it does not disappoint. The great tower, like most post-Conquest castle towers, was approached by a fore-building with steps ascending to a second-floor entrance (fig. 70). Refinements in the Dover fore-building include a chapel on the stair, perhaps for giving thanks for a safe journey, a drawbridge, and a guard room by the entrance door. The main building was three storeys high. The ground floor was designed for kitchens and the two floors above contained two magnificent suites of rooms, one for the king on the second floor and another for guests below. Each had a hall and a chamber, and in the massive thickness of the walls were other subsidiary rooms, including garderobes. The king’s floor also had a lavish chapel for his private use. The rooms were architecturally unadorned. Colour and decoration were provided by murals and portable furnishings: hangings, furniture and plate.15 It is worth dwelling on the great tower at Dover as it was the last in the line of great towers built after the Conquest. Henry II constructed it at a time when military engineering had moved away from square and rectangular towers to cylindrical ones. But this was no ordinary castle; it was built in a deliberately retrospective style to emphasise royal gravitas and dynastic durability. It was also a gateway to England, a place where the king could receive important visitors, many of whom were on their way to the new shrine of St Thomas at Canterbury Cathedral. So while this was a military building, it was also a palace and guest house cast in the traditional language of dynastic triumphalism.
Fig. 70 Dover Castle, Kent; the Great Tower: a) king’s hall; b) king’s chamber; c) guest chamber; d) guest hall; e) forebuilding, including chapel; f) chapel.
Dover was, of course, exceptional in both its scale and the thoroughness in which it was rebuilt. For many hundreds of other castles, rebuilding in stone took place piecemeal over a long period. In many instances timber palisades were replaced by stone walls, while the residential buildings inside remained of wood. This can be seen at Totnes, Devon, an example of a motte and bailey castle dominating an important trading settlement (fig. 71). It was founded, together with a priory, by Judhael of Brittany, a commander in the Conqueror’s south-west campaign. The timber palisades on top of the exceptionally large motte were rebuilt by his successors in around 1200. The arrangement of the domestic buildings inside cannot now be discerned, but at Restormel in Cornwall the whole plan can be read in a single visit. It is most impressive (fig. 72). The kitchen, hall, lord’s chambers and guest rooms are all arranged inside the perfectly circular outer walls, with only the gatehouse and the chapel projecting outside the circuit. In the 12th century castles were never ordinary residences. Holding a castle proved that the owner was in royal favour with delegated authority to govern and dispense justice. The crown’s ability to take and hold castles, to raise them and demolish them, to grant them out and to take them back was central to the exercise of power. Constructing a new castle required royal permission, and if the king were ever to need it he had the right to requisition it at will. From the 1150s to the 1210s the balance of castle power shifted markedly towards the Crown. At the end of the chaotic reign of Stephen there had been 225 baronial and 49 royal castles. By 1214 there were only 179 baronial castles and the number of royal castles had risen to 93; a shift in ratio from 5:1 to 2:1.
Fig. 71 Totnes Castle, Devon. The motte is what we see today, although there was a bailey with a great hall and other buildings in it. The circular curtain wall was topped with crenellations with arrow slits. Within the wall was at least one domestic building.
Fig. 72 Restormel Castle, Cornwall was topped by a ring of buildings 130ft across: a) gate tower; b) kitchen; c) hall above; d) chambers above; e) chapel above; f) store; g) courtyard.
Getting About
From the 12th century oxen began to replace horses for pulling ploughs and, soon, for pulling carts. Horses could be much faster than oxen but required better roads. By 1066 the Saxon kings had done much to improve the road system and build bridges (pp 25 and 40), but during the 13th century many hundreds of new bridges were built; indeed, of the rivers that were bridged before 1750 almost all had been crossed by 1250. This was certainly a transport revolution but also an engineering one. The technology to build stone bridges was developed by the architects of the great cathedrals, abbeys and castles. Before 1100 most bridges were of timber, such as the impressive bridge excavated over the river Trent in 1993, but during the following century techniques were developed for building foundations underwater, resulting in some impressive feats of engineering. An early surviving bridge, although now tragically marooned in a roundabout, is in Exeter (fig. 73). It was completed by about 1200 and originally had 17 spans of round-headed and pointed arches. The arches were built on wooden piles driven into the bed of the River Exe and protected by triangular cutwaters jutting into the stream. Exeter is typical of a lowland bridge; upland bridges had to withstand flash floods and fast-running waters, and thus had much higher and wider spans. The main arches of Elvet Bridge in Durham, which span over 30ft, were erected in 1228. The bridge, which originally had 14 arches, was commissioned by the bishop and built by his masons. It incorporated chapels at either end (fig. 74).16
It was the location of bridges that determined the course of roads and stimulated their growth. During the 13th century there was a change from the idea of a road that simply went to the local market to the idea of a network serving the whole kingdom. This was stimulated by increasing trade, new ports and the economic activities of castles, cathedrals and monasteries. However, most importantly, towns could not grow without bridges and roads. Horse transport and a road and bridge network supported the rapid growth of towns such as London and Norwich that needed vast quantities of food, drink and firewood to survive. As a rough guide, a town of 3,000 people would need the produce of ten villages or over three square miles to support it, and all this had to be brought to town every day.17 Finally, the growth of an effective road network made it easier to transport building materials. The reliance on cheap but slow water transport decreased as faster