Feb. 5th, 1824.—The John, from Cork to Liverpool, was driven on the rocks at Penrhos, in this bay—13 lives lost. She came under the lee of the Light-house in the entrance of the harbour, but, owing to its aspect, could not come into it, consequently was blown off.
Nov. 24th, 1826.—The Marquis of Wellington, from Liverpool to Buenos Ayres, drove on shore out of the Old Harbour upon Brynglas Rocks—16 lost. This vessel was from 2 o’clock, p.m., until 5 30, p.m., at the entrance of the Harbour. The captain had actually written to Liverpool that evening, and sent the letter on shore with the boatman, informing his owner and friends of his safe arrival at Holyhead; before 12 o’clock all had perished!
Jan. 14th, 1827.—The Panthia, N. Y. packet, bound for Liverpool, was driven into the bay by the violence of the gale, and in attempting to make the harbour, went on shore about 300 yards to the eastward of the South-pier-head. Ship broken up.
April 28th, 1829.—The Harlequin, from Palermo to Liverpool, drifted on the rocks at Turkey Shore, at the entrance of the harbour, and became a total wreck.
April 28th, 1829.—The Fame, from Barbadoes to Liverpool, drifted on the rocks at Turkey Shore, at the entrance of the harbour, south side.
April 28, 1829, the “Fitia,” from Rotterdam to Liverpool, drifted from the pier to Pen Manarch, Penrhos Point, and was much damaged. The captain’s wife was drowned. This vessel approached so near to the north pier that a pound weight could have been thrown on her deck; notwithstanding owing to the aspect of the harbour, shipwreck was the consequence. To this affecting catalogue a long and fearful list might be added, shewing that a vast amount of life and property has been lost—lost for ever. But sufficient has been recorded to prove that the New Harbour, which is now stretching out her welcome wings across the beautiful Bay of Holyhead, was a desideratum.
Holyhead is formed by Nature to become a great trading community. The bay presents a fine spacious opening, one half sheltered by eternal rocks, and on each side of its entrance, are brilliant lights to guide the mariner. It is, moreover, centrally situated in St. George’s Channel, in the tract of all its trade; and presents the only station from the Land’s End to the Clyde, on the east side of the channel, (except Milford,) to which vessels can approach when the tide has considerably ebbed. No wonder then, that the various commissioners appointed by Government, consisting of some of the most eminent naval and civil engineers, should select it as the best place on the coast for an asylum harbour, and a packet station.
Several plans were proposed for the New Harbour by different eminent engineers. The first plan proposed was by the late noble spirited and indefatigably enterprising, Captain H. Evans, Holyhead Harbour Master; but it enclosed too small an area, and too wide an entrance. J. Walker, Esq., C.E., to the Admiralty, proposed a plan which was to enclose an area of 90 acres, and 3,300 feet of breakwater, and 2,500 feet of pier, at an expense of £400,000. Captain Beechy, R.N., proposed to enclose 176 acres, with 4,500 feet of breakwater, and 3,500 feet of pier, at an expense of £500,000; and J. M. Rendall, Esq., C.E., of Westminster, (the constructor of the Docks at Birkenhead, Great Grimsby, and Leith,) proposed a splendid design, on a very large scale, and adopted by the Government. It consists of a breakwater of 5,100 feet from Soldier’s Point eastward, to terminate at the Platter’s Buoy; and a pier of 2,100 feet from Ynys Halen, (Salt Island,) with its head resting on the outward Platter, enclosing an area of 316 acres,—three quarters of a mile long, and in seven fathoms of water,—making one of the most splendid refuge harbours and packet stations in the universe; the estimate cost of which is £700,000.
The Contractors for this gigantic project are Messrs J. and C. Rigby, London. G. C. Dobson, Esq., C.E., is the Resident Engineer; G. F. Lyster, Esq., C.E., Assistant Engineer; Mr. J. Radford, General Manager; and Mr. R. Cousins, Engineer for the Contractors. The works were commenced in January, 1848; and they have been going on since then as rapidly as it was possible to proceed. Twelve months were occupied in laying down rails to the quarries, erecting stages, and making other necessary preparations for the works; since which, an average of 1,300 men have been employed on the works. The broad gauge has been used for the railway, by which means the contractors, are enabled to bring larger pieces of stone than the narrow gauge could accommodate. There are two quarries used, one called Moelfry Quarry, from which limestone is produced, and the other is, in fact, the Holyhead Mountain, from the sides of which the materials for the works are taken. A railway is formed from the extensive quarry on the side of the mountain to the Soldier’s Point, and Salt Island. Wooden staging is run out into the sea; strong long balks or piles are fixed in a vertical position in the water, resting on the base; these are secured with beams placed longitudinally so as to form a base for the construction of the railway. The top of the staging is considerably above high-water mark. The depth of the sea at low water, on the line of the breakwater, varies from 20 to 40 feet; the tide rising, on an average, to a further height of 17 feet in spring, and 7 feet in neaps. Along the top of the staging are railways capable of sustaining the weight of a locomotive engine and a number of waggons loaded. In the erection of these stages the utmost care has been evinced by the contractors and engineers to prevent accident; in order to obtain this object, no expense has been spared; the machinery and staging being of the best and strongest description. The work may be described as consisting of two breakwaters, one to the north, (Soldier’s Point,) and the other to east, (Salt Island.) The quarries are contiguous to the works, and here a great number of the workmen are employed; they are, perhaps, the most extensive in the country, and it is not an hypothesis to say that in no quarries extant is work of such magnitude and rapidity carried on. Holyhead Mountain, which affords the source of supply, consists of schistus quartz of so hard a nature that the tools of the workmen will scarcely touch it, and its edges will cut glass. The quarrying begun with the foot of the mountain slope, and it has progressed into the mountain until an elevation of 130 feet perpendicular has been attained. The scene at the quarries exhibits one of the most active pictures of industry, from the width of the workings, and the number of labourers employed.
The huge mountain, towering from 700 to 800 feet above the level of the sea, expanding its full breast, and showing its fine broad forehead, and which, comparatively speaking, had slumbered for centuries, is at length disturbed from its long repose, by “physical force.” A visit to this scene of industry, which literally swarms with men and horses, is no small treat. Tramways are laid in every direction, along which waggons roll to the point where they are required. Locomotive engines of unique design and requirements are continually at work, pouring their dense smoke into the air, passing along with amazing velocity to the terminus of the stage,—