On the summit of a steep rock, opposite Friars’ School, are to be traced the remains of an ancient castle, supposed to have been built by Hugh Lupus, Earl of Chester, in the reign of Henry the Second. Several pieces of scoria have been found on the spot, which leave no doubt that arrows have been manufactured there at some very distant period. On the extreme height of the opposite hill, at the back of Friars’ School, are the remains of a British encampment, on an extensive scale, of more ancient date than the preceding. These interesting objects will be found, on investigation, well worthy the notice of the antiquary. It is conjectured, that the British encampment alluded to, communicated, to the southward, with Dinas Dinorwic, near Llandeiniolen, as that renowned British station is distinctly seen from this spot; and also with another to the east, called Braich-y-Ddinas, situate on the summit of Penmaen Mawr.
An elegant Roman Catholic chapel has recently been erected in the suburbs of the city, on the Caernarvon road.
Pleasant excursions may be made from Bangor to Conway, Caernarvon, Beaumaris, Amlwch, Plâs Newydd, Aber, Port Penrhyn, Priestholm or Puffin Island, Penrhyn Castle, the Llandegai slate quarries, and Snowdon. In fact, the locality abounds with objects of natural beauty and historical interest.
Great Suspension Bridge.
Within about two miles from Bangor, near the spot where the old ferry was, stands that stupendous monument of human skill, the Menai Bridge.
The erection of this bridge was for several years in contemplation before it was finally determined upon. In 1810 and 1811, several plans were submitted to a committee of the House of Commons, and particularly one in the latter year, by Mr. Telford, proposing a bridge of cast iron, the expense of which was estimated at £127,000; but the difficulty of fixing a proper centring, owing to the rocky bottom of the channel, and the depth and rapidity of the tide-way, caused this project to be abandoned. In 1818, a new plan was presented by the same engineer, for a bridge on the suspension principle. In developing this plan, Mr. Telford remarks, “The iron hanging bridge over the Menai to consist of one opening of 560 feet between the points of suspension; in addition to which there are to be seven arches, four on the coast of Anglesea, and three on that of Caernarvonshire, each 60 feet in the span, making the total length of the bridge 910 feet; the height above the level of high water line to be 100 feet. The road-way will embrace two carriage ways, each twelve feet in breadth, with a foot-path of four feet between them. The whole is to be suspended from four lines of strong iron cables, by perpendicular iron rods placed five feet apart, and these rods will support the road-way framing. The suspending power is calculated at 2016 tons, and the weight to be suspended, exclusive of the cables, is 343 tons, leaving a disposable power of 1674 tons.
“The four sides of the road-ways will be made of framed iron work, firmly bound together for seven feet in height, and there will be a similar work for five feet in depth below the cables. The weight of the whole bridge between the points of suspension will be 489 tons. The abutments will consist of the masonry, comprising the extreme stone-work, the two piers, and the seven arches before mentioned: each of the two piers will be 60 feet by 40½ wide at high water mark, having a foundation of rock. Upon the summit of the two main piers, will be erected a frame of cast-iron work, of a pyramidal form, for the purpose of raising the cables from which the bridge is to be suspended.” The probable cost of erecting this structure Mr. Telford estimated at £60,000, or, allowing for any unforeseen charges, at most £70,000, about one-fourth of the calculated expense of the cast-iron bridge on the old plan.
The following particulars we extract from Dr. Pring’s Narrative of the Grand Menai Suspension Bridge, published immediately on its completion. “The first stone of this national bridge was laid without any ceremony on the 10th August, 1820, by Mr. Provis, resident engineer. On the 26th April, 1825, the first chain of this stupendous work was thrown over the straits of Menai, in the presence of an immense concourse of people. At half-past two o’clock, it then being about half flood tide, the raft prepared for the occasion, stationed on the Caernarvonshire side, near Treborth mill, which supported the part of the chain intended to be drawn over, began to move gradually from its moorings, towed by four boats, with the assistance of the tide, to the centre of the river, between the two grand piers. When the raft was adjusted, and brought to its ultimate situation, it was made fast to several buoys, anchored in the channel for that purpose. A part of the chain, pending from the apex of the suspending pier on the Caernarvonshire side down nearly to high-water mark, was then made fast by a bolt, to the part of the chain laying on the raft; which operation was completed in ten minutes.
“The next process was the fastening of the other extremity of the chain on the raft to two blocks of immense size and power, for the purpose of hoisting it up to its intended station, the apex of the suspension pier on the Anglesea side. When the blocks were made secure to the chain (comprising 25 tons weight of iron), two capstans, and also, two preventive capstans, commenced working, each capstan being propelled by thirty-two men. To preserve an equal tenison in the rotatory evolutions of the two principal capstans, two fifers played several enlivening tunes, to keep the men regular in their steps, for which purpose they had been previously trained. At this critical and interesting juncture, the attention of every one present seemed rivetted to the novel spectacle: the chain rose majestically, and the gratifying sight was enthusiastically enjoyed by all present in ‘breathless silence!’ At ten minutes before five o’clock, the final bolt was fixed, which completed the whole line of chain, and the happy event was hailed by the hearty acclamations of the spectators. Not the least accident, delay, or failure, occurred in any department during the whole of the operation. From the moving of the raft to the uniting of the chain, only two hours and twenty-five minutes transpired. Upon the completion of the chain, three of the workmen passed along its upper surface, which forms a curvature of 590 feet; the versed sine of the arch is 43 feet. The sixteenth chain, completing the whole line of suspension, was curried over on the 9th of July following.
“The general opening of the bridge took place on Monday, January 30th, 1826. The royal London and Holyhead mail coach, carrying the London mail-bag for Dublin, passed over at one o’clock, a.m. and the first carriage that passed was that of Augustus Elliott Fuller, Esq., one of the commissioners, drawn by four beautiful greys; the first stage coach was the Pilot, a Bangor and Caernarvon day coach; the first London stage coach was the Oxonian. These were followed by the carriage of Sir David Erskine, Bart., late proprietor of the ferry, drawn by four elegant greys, decorated with ribbons, and by several gentlemen’s carriages, landaus, gigs, cars, &c. and a long train of horsemen. Numerous flags were flying; and cannons, stationed on each side of the bridge, were discharged at intervals during the day.