The Weekly News and Visitors' Chronicle for Colwyn Bay Colwyn Llandrillo Conway Deganwy and Neighbourhood

The Jubilee of the Chester and Holyhead Railway. BY CLEMENT E. STRETTON, CONSULTING ENGINEER, LEICESTER. No. 7. When the Government in the year 1849 invited tenders for the mail boat service, it only received one tender, and that was from the City of Dublin Steam Packet Company, and, after some slight modifications had been made, it was duly ac- cepted by the Admiralty. The City of Dublin Steam Packet Company's Royal Mail Boats, Ulster, Munster, Leinster, and Connaught, crossing the channel between Holyhead and Kingstown. This old and important Company, whose head- quarters are situated at 15, Eden Quay, Dublin, was established as long ago as the year 1823, with the object of providing an efficient means of communication between Dublin and Liverpool, and other ports upon the English side of the Irish Channel, the original founder of the undertaking, and its first managing director, being Mr Charles Wye Williams. This Company had a fine fleet of vessels, and as far back as the year 1826 it was called upon by the Admiralty occasionally to supply steam- ships to carry the mails to and from Liverpool, and an agreement was entered into with the Government to that effect. Ten years later, the business of the Company having very greatly increased, a special Act of Parliament was obtained in the year 1833, and subsequently by another Act the Company was incorporated in its present form from the date above stated. The general history of the City of Dublin Steam Packet Company is interesting and important, but in this article we have to confine our attention simply and solely to the work which it has carried out for a period of over half-a-century, namely, the conveyance of the mails between Holyhead and Kingstown. Immediately after the above-mentioned tender had been accepted by the Admiralty, the Chester and Holyhead Railway Company protested that "the mail traffic was theirs, and had been pro- mised to them as an inducement to make their railway." Under the circumstances, the Government de- cided not to ratify the contract, as the Chester and Holyhead Railway Company intimated their desire to tender for the mail boat service. New tenders were then invited, and three were received by the Government, namely, one from the Chester and Holyhead Railway, one from the City of Dublin Steam Packet Company, and the other from an outside party. The City of Dub- lin Company's was the lowest; and it was conse- quently accepted. The service commenced on the 1St May, 1850, at which date the City of Dublin Steam Packet Company purchased from the Admiralty the two boats, Llewelyn and St. Columba, these being the two which, as pre- viously mentioned, were stationed at Kingstown. With these two ships and the Eblana, the service was started. The Eblana was 209ft. long, 26ft. 7m. beam depth of hold, 15ft. sin.; gross tonnage, 612; horse power, 350. And subsequently the Com- pany built the Prince Arthur—-198ft. long, 26ft. beam; depth of hold, 11ft. Sin. gross tonnage, 396 horse power, 22o-and it was put on the station with the other three. In 1855 the City of Dublin Steam Packet Com- pany, the Chester and Holyhead Company, and the London and North-Western Company took an important step in the direction of progress, and obtained an Act of Parliament jointly for an improved service between London and Dublin. A new contract was entered into by which the City of Dublin Company again undertook the mail-boat service, and the two Railway Com- panies the railway service. And in 1858 these contracts and agreements in relation to the im- proved postal and passenger communication be- tween England and Ireland were confirmed by Act of Parliament, the precise date on which the new contract came into operation being ist Oc- tober, 1860. In order to carry out the service, the City of Dublin Company had already on the station four fine new paddle steamers, named Ulster, Munster, Leinster, and Connaught. The Leinster was built by Samuda and Company, of London, the other three being built by that well- known firm, Messrs. Laird, of Birkenhead. They were all delivered in 1860, and were of the same dimensions, being iron-built ships, 334ft. in length, 35ft. in width, depth of hold, 21ft., and they were capable of a speed of 17Yz to 18 knots per hour. These vessels were great favourites with the public, and the well-known names have been retained by the Company as the names for their latest splendid boats. The old "Ulster" will ever be remembered as the vessel which, on the 5th January, 1862, made the fine run from Kingstown to Holyhead, and carried the answers to the despatches sent by the English Govern- ment to Washington, requiring the immediate surrender of Messrs Mason and Shidell, who had been most improperly and forcibly taken off a British ship named the "Trent." The arrival of the "Ulster," carrying the des- patches between Kingstown and Holyhead, was an event of great importance, as the question of peace or war between England and America was hanging in the balance. Fortunately, when the despatches arrived in London, and were opened at the Foreign Office, it was found that the American Government had complied with the English demand, and peace was consequently maintained. The termination of an important contract extending over a long period of time, invariably furnishes a favourable opportunity for introducing new improvements, and for bringing the boats and the whole work- ing of the service up to the very latest and most modern achievements, and this rule was acted upon when the mail contract of 1860 between the Government and the City of Dublin Steam Packet Company for the conveyance of the Irish mails to and from Holyhead and Kingstown, ter- minated on the 30th September, 1883. On the following day, 1st October, 1883, an- other contract between the parties was entered into, at which date the Steam Packet Company not only provided more powerful machinery, and gave greatly improved accommodation in the then existing ships, but they added a splendid new paddle-boat named "Ireland" to their fleet of mail-stemers. This paddle-ship was of a very remarkable character. She was larger than the four mail-packets, was capable of attaining the great speed of 21 knots per hour, and she was the fastest paddle-wheel steamer ever built. She continued in the mail seivice until she was replaced by the boats now running. It may be of interest to state that just prior to the outbreak of the American and Spanish War, the "Ireland" was sold to an agent, and just as she was about to leave war broke out, and the Government, suspecting that she was to be engaged in services connected with the war, detained her in harbour, so as to prevent any breach of neutrality. She is now in the hands of French owners, and left England only a few weeks ago. This service of boats between Holyhead and Kingstown continued over twelve years, and in 1895 another contract was entered upon for twenty years, from the 1st April, 1897, till the 31st March, 1917 This contract was by far the most important ever entered into by the parties for this service, and the Dublin Steam Packet Company undertook to provide the four existing boats, namely, the "Ulster," "funster," "Lein- ster," and "Connaught," which have replaced the vessels of the same names previously on the station. These four new twin-screw steamers were built at a cost of ^400,000. The first of these boats entered on the station in 1897, and was quickly followed by the others. They are minificent types of marine architecture, 372ft. long, 41ft. 6in. in width, of 9,000 horse- power, and they are capable of a speed of 24 knots per hour. They are constructed of steel, have a gross tonnage of 3,000 tons, and they were built by Messrs. Laird Brothers, of Birkenhead. Each vessel is driven by two triple-expansion pro- pelling engines, which have each four cylinders, namely, one high pressure, one intermediate pres- sure, and two low pressure. On board each vessel there are no less than 31 engines at work, namely: propelling, 2; steering, 1 pumping, warping, winding, etc., 14; capstans, 2; winches, 2 electric-light, 2 ventilating, etc., 8. There are eight boilers, which develop a steam pressure of 1701bs. per square inch, and the engine-rooms are ventilated by air-shafts and fans. The twin-screws are 12ft. in diameter from tip to tip of blades, there being three blades in each screw. The steering of the ships is con- trolled from the captain's bridge, and the head, side, and stern lights are electric. There is an abundant supply of boats, life-belts, and other life-saving appliances in case of emergency, while in case of fire the ships are provided with the most extensive and efficient water-pumps, hose, and other appliances. Each vessel has accom- modation for 700 first and 700 second-class pas- sengers. In the spacious dining-rooms 80 first-class pas- sengers can be accommodated at one sitting, while the second-class dining-room provides for 25- The accommodation for passengers on these steamers is the very best that money, science, and skill can provide. There is a long and spacious deck promenade. The passengers embark upon the upper deck, descending the stairs into the first-class cabins. Two corridors, with private cabins opening off them, afford communication between the first-class dining-saloon, ladies'- cabin, and gentlemen's first-class sleeping-cabins. The first-class dining-saloon is most elaborately fitted up in the Chippendale style, with separate tables and revolving chairs. The first-class for- ward sleeping-cabins for gentlemen are situated beneath the dining-saloon. The ladies' general cabin is at the aft end of the corridors, and is splendidly fitted up, and in the centre there is a staircase leading up to the ladies' drawing-room, which is on the upper deck. It is decorated in white and gold, and fitted up in the Louis Seize style. This room has also an entrance from the upper deck, and constitutes a unique and pleas- ing feature in the accommodation provided upon these fine ships. The smoking-room is situated upon the upper deck, and is fitted up in oak and leather in the Jacobean style, and having marble- topped tables, and separate seats. The accommodation for the second-class pas- sengers is at the after part of the ship. The stair-case descends from the upper to the main deck, where there are the general cabin, the second-class dining-saloon, and the ladies' second- class cabin. The gentlemen's second class sleep- ing-cabins are beneath the dining-saloon. The lighting and ventilation, which add so much to the comfort and enjoyment of the passage, cannot be surpassed. The sleeping accommodation is most excellent, and it is a great advantage that passengers by the morning boat from Kingstown can go aboard the previous night from 8 p.m. to 12-30 a.m., sleep, and breakfast on board in peace and comfort, free from all the worry of an early meal and the catching of an early train from Dublin. The mail-rooms are 52ft. by 35ft., and accom- modation is provided for 40 postal employees to sort the letters, but the average number of per- sons employed is about 25. The steamers carry about 1,000 mail-bags per day, or about 250 on each trip. There are three Captains to the four boats, namely, Captain Thomas, Captain Penston, and Captain Higginson. The service is conducted by two boats, one is always held in reserve in readi- ness for any special call, and the fourth boat is being cleaned and painted. The day service on the eastward passage is on the arrival of the 8 a.m. train from Dublin at Kingstown Pier at 8-15 a.m. On the arrival of the steamer, the express leaves Holyhead at 12-5 noon, and is due at Euston at 5-45 p.m. The day service on the western passage leaves Euston at 8-30 a.m., and arrives at the Admiralty Pier, Holyhead at 2-13 p.m., Greenwich time, the boat reaching Kingtown at 5 p.m. On the night service, trains leave Euston at 8-45 p.m., Holyhead Pier is reached at 2-25 a.m., and Kingstown Harbour at 5-30 a.m. From Ire- land the night express leaves Dublin at 7-45 p.m., Kingstown at 8-15 p.m., Holyhead is reached at 12-10 a.m., and Euston at 6-10 a.m. The scene presented on the arrival of the mail trains at Holyhead' is of the most interesting character. Large gangs of men wait on the Admiralty Pier to effect the rapid transfer of the mail-bags from the mail-vans to the sorting-room on board the steamers and for this transfer, and all the arrangements connected with it, the Dublin Steam Packet Company is entirely responsible. But, of course, where so much valuable pro- perty is conveyed by the mails, the number of the bags is carefully checked by a special Post- office official. No sooner is the mail train brought to a stand than mail-van after mail-van is "attached" by men who, well-drilled to the rapid prformance of the work, march off in a continuous stream, each man carrying one bag- large or small—and no more. Over the gangway they file, bag follows bag down the shoot to the sorting-room, till in a few minutes the last bag glides from view. The Post-office officials ac- companying the train have taken a record of the number of bags, and the checking postal official who has enumerated the number of bags de- livered on board calls out the number. "All right," answers th other official, and the Parcel Post hampers having in the meantime been de- livered on board, "Clear away the gangways" is speedily effected, and in a twinkling the magni- ficent vessel is under weigh. While the passengers are hurrying off to get breakfast ,or dinner, or to their berths, as the case may be, the mail-room presents a very animated scene. Each man knows not only what to do, but how to do it promptly and efficiently in the least space of time. Through bags, which are already sorted, are all properly piled up, but the larger number have to be opened, and thousands of letters sorted. This accomplished, the bags are refilled according to their destina- tions, so as to admit of their being forwarded direct wthout any delay. One of the most interesting features of the mail accommodation is the strong-room, an apartment set aside for letters containing valuables. Into this strong-room all the registered letters are taken. It is in charge of one responsible official, who is separated from his fellow-officials by a massive door formed of iron bars, and in this sanctum, with bolted doors, he checks the parcels of valuables, and performs his duties during the passage across the Channel; and the iron door is never unlocked till the arrival of the vessel at the other side, when he hands over all the wealth which has been entrusted to his keeping. The Captains in charge of these vessels are splendid types of the British race. Firm, quiet, unassuming, always most courteous, with "smil- ing eyes and a mouth for laughter" when ashore and off duty, but on the bridge of their vessel their features assume a sterner character. Keen of eye, they survey everything, and watch in- tently every movement. Responsibility has come upon them, and it shows its presence there. Their features become harder set, and, when the sea is rough and stormy, determination of charac- er and purpose are clearly marked. They are weighing up their surroundings, and are ready for any and every emergency. And stern and fixed remain their features until their ship is safely alongside the pier on the other side, and, when all the mails and passengers are safely landed, then they give a smile of satisfaction and con- tentment, and proceed to book up "one more trip made across the channel." How faithfully and successfully they have per- formed these very responsible duties year in year out, in summer sun and in winter's storm, may be gathered from the fact that since they came on the station these splendidly-equipped and elabo- rately-furnished vessels have conducted the ser- vice without the slightest mishap of any kind. Better testimony could not be given, and it is an abiding credit to all concerned. The writer having been several trips over to Ireland, is of opinion that the service provides the maximum of comfort and safety at the minimum of cost to the passengers, and the whole service and equipment are in every way worthy of the City of Dublin Steam Packet Company, and the kingdom of Great Britain and Ireland, to whose welfare and advantage they so largely contribute. [To BE CONTINUED.]

The Gilchrist First Lecture at Conway. "CORAL, CORAL-MAKERS, AND CORAL REEFS." The first lecture of the five Gilchrist Lectures now in course of delivery in Conway Town Hall, was entitled as above, and was announced to be delivered by Dr Andrew Wilson, F.R.S.E., F.L.S., &c., on Monday evening. It had been announced also that there would be no admission after 8.15 (the lecture commencing at eight), but long before the time fixed intending hearers had to be turned away, the large Hall being already overcrowded, Promptly, as the curfew bell was ringing, His Worship the Mayor of Conway (Aid. Hugh Hughes, J.P.), took the chair, and, in introducing the lecturer, said that it was a great pleasure and privilege to preside at such a gathering where all sections of the community had thoroughly united to make the lectures a success. He was told that it was not usual to have such an audience at the first lecture of a series of Gilchrist Lectures. Secondly, he was proud to preside at the first lecture of a series provided by a man who had given up his life to the cause of education, and by the bequest of his fortune had ensured the con- tinuance of educational advantages which in his youth had not been provided for the people. Dr Andrew Wilson said that the gratification felt by the Mayor was felt by him, and wonld also be shared by the Gilchrist Trustees when they heard how the people of the neighbourhood of Conway had flocked to the first lecture of the course. Dr Wilson then proceeded to deal with the subject of his lecture, which was illustrated by lantern views and diagrams, which were so care- fully selected without undue profusion as to form an important part of an instructive and interest- ing lecture, which, by reason of the subordination of lantern exhibits, did not, as is too often the case, degenerate into little more than the briefest expanation of a series of slides succeeding one another with great rapidity. The lecturer, who never faltered or had occasion to refer to notes, said that the hard lime or chalk which formed the fur inside boilers and kettles was the same essenti- ally as the lime which was known as coral. Red coral was a sort of red chalk. Chalk was coin- posed of the shells of minite animalcules such as were now being deposited on the ocean beds in the form of ooze. Corals were not, therefore, the only lime-builders. The coral-animal was not an insect, but was more at er the nature of a sea- anemone, which had a soft body, was stationary, and could open and shut its tentacles and mouth. The coral-animal, unlike the sea-anemone, took in lime with the sea-water, and then used that lime to build up a shell-like structure around it. The shape of a coral-animal might be roughly compared to an exciseman's unspillable inkstand. The coral-animal also lived in colonies for the most part. The commonest corals making coral- raefs were called mabrepores. When the animal was alive, it was making coral and when it was dead, it left its masonry behind it. Corals grew either by throwing out buds or else by fission (or division into two parts). But some corals were not limy but horny, and some were both horny and limy. The only existing British species of coral was the cup-coral found on the coast of Devonshire. Proceeding, the lecturer said that corals lived where there was a certain heat and a certain depth. The corals flourished, as a rule, only within the tropics, because they required to live in warm water. Coral-animals could not live below two hundred feet deep in the sea, because they could not live without light and air. Coral- reefs, however, were found in some instances five miles deep. The explanation of this was that the bed of the ocean had in those cases been slowly sinking. So an island with a fringing-reef gave way, as the island sank, to an island surrounded by a barrier-reef, and, lastly, to a coral island (or atoll, with a central lagoon). In conclusion the lecturer said that he trusted that sooner or later there would be found in the Conway Free Library books dealing with the subjects of the various Gilchrist Lectures delivered in Conway. It would be open also to the people of Conway to ask for a continuation course of lectures, it the present course continued to be well supported. If all people, in the present century, paid the same attention to technical education as they did to small political question or to sport, there would be a great increase of prosperity. The Vicar of Conway (Rev J. P. Lewis) pro- posed, and the Rev T. Gwynedd Roberts seconded, a hearty vote of thanks to the lecturer, who briefly but appropriately responded, and also proposed a similar vote to the chairman, and this being seconded by Mr Owen Rowland, J.P., and carried by acclamation, the Mayor suitably responded, and the very interesting and instructive proceedings terminated. The next lecture, on Earthquakes," will be delivered on Monday evening, January 28th, by Mr John Milne, F.R.S., F.G.S., formely Professor in the Imperial University, Japan.