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Cardiff CiiEs.

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CARDIFF GOVERNMENT SAVINGS…

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THE NEW PENARTH DOCK.

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THE NEW PENARTH DOCK. IN the constant and rapid growth of Cardiff as a port, there are distinct steps-landmarks which point the successive stages of progress. Such were the opening of the Glamorganshire Canal, of the Taff Yale Railway, of the Bute West Dock', of the East Dock; and now, last, but not least, comes the long-expected opening of the new dock at Penarth. It is now half a score of years from the time when the project began to take shape, to that which witnesses its full realisation. The enterprise was that of about twenty-five gentlemen, owners of mineral property and mineral land to which the port of Cardiff was the outlet. These, finding the port so constantly progressing, felt, to use the language of one of them, that Cardiff had become too large a puil fwi any one man w liold the key of it. All the existing dock accommoda- tion being the property of Lord Bute (and most of it totally exempt from parliamentary control), the gentlemen alluded to thought it time that competition should be created, as well in the in- terest of the port itself as in that of the mineral property of which they were large proprietors. Accordingly, the Ely Tidal Harbour Company" was formed, and in 1856 it obtained from Parlia- ment an Act for constructing a tidal harbour on the river Ely, and a railway from that harbour, 5t miles in length, to connect with the Taff Vale Railway, between Llandaff and Walnut Tree Bridge stations. In 1857 another Act was ob- tained for the dock and for the dock railway, two miles in length, connecting the tidal harbour and the dock. With the passage of this Act the number of shareholders in the company was greatly increased, and its capital also; and it took its present name of Penarth Harbour, Dock, and Railway Company. A contract was entered into with Messrs. Rennie and Logan, who proceeded rapidly to construct the railway and tidal harbour, which were opened for traffic in 1858. The railway both to the harbour and dock are carried on an embankment for the greater part of its length. The materials for constructing this embank- ment were furnished by the excavations for the intended dock. The effect of the expense gone into in forming the embankment has been to secure for the railroad unusually good gra- dients, the line being practically level, and there- fore capable of carrying the heaviest loads at the smallest cost, a great advantage to any line, but most of all to a mineral railway. The tidal har- bour has ten coal drops, each capable of shipping 150 tons per hour. This number may be doubled if necessary. There are also three steam ballast cranes for discharging ballast and iron ore, each of which is capable of discharging at the rate of sixty tons an hour. The contract for the construction of the dock and the dock railway was taken in 1858 by Messrs. Smith and Knight. In the course of the work disputes arising between the company and the contractors, the Board of Directors took possession of the works, after application to the Court of Chancery, and from the autumn of 18H1 the work has been carried forward to completion by the directors without the intervention of con- tractors. To the interruption occasioned to the progress of the works by Messrs. Smith and Knight, mainly, is to be attributed the delay which has been experienced in the completion of the dock. The dimensions of the dock are as follows :—Length, 2,100 feet; width, 370 feet; area, 17 £ acres. The basin is 400 feet long by 3-30 feet wide, and its area is three acres. The lock is 270 feet long and 60 feet wide. The sea entrance also is 50 feet in width. On the sill of the sea gates and the lock gates the depth of water is 35 feet at spring tides and 23 feet at neap tides—giving a depth four feet lower than the Bute East Dock and seven feet lower than the Bute West Dock sill. The new dock is not so large as the Bute East Dock, but the greater size of its basin gives it a manifest advantage as to the number and size of vessels which could be locked in or out in a given period. Being a tidal dock, also, while the existing Cardiff Docks are all filled by fresh water, the Penarth Dock will be able at high water to throw all its gates open from dock to sea, and allow immediate ingress and egress of ships, thus pre- venting the delay so often complained of in the shipment of minerals from this port. In addition to these considerations it may be stated, that from the depth of water in this dock it will be able to accommodate a larger class of ships than this or any port in the channel has hitherto been able to receive. There are ten coal drops now constructed along the side of the dock, and two more along the basin. These are all on the south side. They are estimated to ship 1;)0 tons per hour each. All of these drops are 011 the high level, so that the machinery is self-acting, being worked by gravitation, thus saving the expense of employing artificial motive power. Two of the drops in the dock. and two in the basin, are what are called double drops, that is to say, the loading of coal into the same vessel is intended to be effected by means of two drops at the same time, and vessels loading at these double drops will be loaded at the rate of 300 tons an hour. The railway siding ar- rangements connected with them possess a feature deserving notice. The loads by which the coal is to approach the drops incline towards the drop, while those by which the coal wagons are to retire from the drop fall outward—so that the wagon will in each case be impelled by its own gravitation in the direction in which it is to go. In this as in every other detail of the work, care has been taken by the engineers to avail them- selves to the fullest extent of every natural feature and existing circumstance, so that the minerals may be shipped with the greatest speed and facility, and at the minimum of expense. On the opposite side of the dock from the coal drops, are three ballast and iron ore cranes, and a ten ton lifting crane, with the necessary sidings for working them. Two of these cranes have been so placed that they will work into the same vessel at the same time. This double arrangement, and the double coal drops, have been specially provi- ded to give despatch to steamers. The remainder of that side of the dock is as yet unappropriated, and may either be applied to the purposes of an import trade, or, should it be found necessary, more coal drops could be erected, to be worked by hydraulic power. Very powerful hydraulic machinery has been provided, by which the ballast cranes, ore cranes, and the cranes at the coal drops, for lift- ing small coal from the decks of the vessels, as well as the machinery for opening and closing r, 11 the gates, the sluice machines, capstans, fender chain machines, &c., are worked. Among the advantages which this dock is re- garded as having over the Cardiff docks, is its near- ness to the roads. Though sheltered by Penarth Head and approachable at almost any state of the wind, it is yet so near to the roads that access can be had to it when it would be quite impracti- cable to seek entrance into the older docks. The main embarrassment that can arise respecting the Penarth dock, consists in its remoteness from the centre oflocal trade. This, however, is confi- dently expected to be but a very temporary annoy- ance. Already land has been let to several of the largest shippers for the erection of branch offices at Penarth; and the company themselves have set an example which doubtless will be widely followed, in erecting a very handsome structure of Stourbridge brick, faced with Bath stone, which is nearly completed. It is to be sur- mounted with a tower and clock, and is to be occupied as a Custom House, and as offices for the dock company. But the company are not intent on creating a rival town; so much as on facilitating communication between the existing town and port and their new works. They went to Parliament in 18G1 and obtained powers to construct a road from Cardiff docks to Penarth. In pursuance of those powers they some time since gave out a contract for making a road from Cardiff docks to a point intersecting their existing road to their temporary offices, near the iron- works below Grange town. This road is rapidly advancing to completion, and will be opened for traffic next autumn. Among the works which it involves are two swing bridges, one of wide span across the river Taff, and the other across the Glamorganshire Canal. When this section of the road is finished the company will prolong it to Penarth, so as to communicate with their har- bour and docks, and will place on it a street rail- road, to be occupied by omnibuses drawn by horses, such as are in use in all American cities, and for the successful working of which class of conveyance the level character of the road offers peculiar facility. Although the dock itself and the railways are fully completed, there are one or two minor de- tails still in progress-such as the laying down of buoys, the erection of "dolphins" outside the dock gates—wooden structures for vessels to tie to, and Wlllcll bCI V b oIdu aa fcadcra to pre vent ships coming into collision with the stone work, &c. The formal opening of the dock takes place on Saturday (to-morrow) morning, at half-past seven. The Baroness Windsor, Lady Mary Clive, and a party of their friends, have promised to at- tend on the occasion. Lady Windsor, as the owner of the land on which the dock and works have been erected, and as a large shareholder in the company, may justly be regarded as the pa- troness of the undertaking. Certain it is that the construction of these works has already vastly augmented the value of her ladyship's property at Penarth. When these works were projected, in 1856, there were hardly any houses, where now villas are to be numbered by the dozen, and houses by the hundred. Lady Windsor,, indeed, has done all that an enterprising and far-seeing landowner can do, for the improvement and de- velopment of the place; she has, through her engineer, constructed an excellent system of roads, drainage, and sewerage for Pen- arth, and among many other instances of mu- nificence, has just laid the foundation of a new church, the entire expense of which, over £7000, she has undertaken to defray. But still, had it not been for the dock company, and their vast expenditure of money, amounting to about three quarters of a million in all, Penarth could not have grown to its present promising condition. The engineers of the Penarth Harbour, Dock and Railway are Mr. J. Hawkshaw, of London, and Mr. S. Dobson, of Cardiff; the latter, as the re- sident engineer, having had the actual supervision of the works. Owing to the abandonment of the work by the contractors, and the directors under- taking its construction themselves, the duty de- volving upon Mr. Dobson has been more labori- ous and minute than engineering supervision in works of this kind generally needs to be. The dock, however, is doubtless all the better for it. The work presented great difficulty ia many of its features, and has been constructed in the very strongest and most elaborate manner, irrespective of cost, we may almost say. It is idle to pretend to overlook that there is a rivalry between this new dock and the Bute Docks. Each interest opposes the other on every occasion before Par- liament, and no doubt each fancies that the suc- cess of the other will be to its own detriment. The public sentiment of Cardiff, however, will not coincide in this view. There is ample room and verge enough for both there is coal and iron enough in the district of which this port is the outlet, to tax the utmost capacity of both systems of docks. Penarth is not distant enough to be a i rival port to Cardiff. We welcome her, therefore, as a new and thriving suburb.

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