Bulletin of the Archaeological Society of Delaware
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Cefn Viaduct.Pdf
The Cefn Viaduct Cefn Mawr Viaduct The Chester and Shrewsbury railway runs at the eastern end of the Vale of Llangollen, beyond the parish boundary, passing through Cefn Mawr on route from Chester to Shrewsbury. It is carried over the River Dee by a stupendous viaduct, half a mile down stream from the Pontcysyllte Aqueduct. It measures one thousand five hundred and eight feet in length, and stands one hundred and forty-seven feet above the level of the river. The structure is supported by nineteen arches with sixty foot spans. In 1845 rival schemes were put forward for railway lines to join Chester with Shrewsbury. Promoters of the plan to link Shrewsbury to Chester via Ruabon had to work quickly to get their scheme moving. Instructions for the notices and plans were only given on the 7th November and they had to be deposited with the clerk of Peace by the 30th November 1845. Hostility from objecting landowners meant that Robertson had to survey the land by night. One irate squire expressed a wish that someone would 'throw Robertson and his theodolite into the canal'. Henry Robertson told a Parliamentary Committee of the advantage of providing a railway line that would open up coalfields of Ruabon and Wrexham to markets at Chester, Birkenhead and Liverpool in the north and to Shrewsbury and other Shropshire towns on the south side. The Parliamentary Committee agreed with him and the bill received Royal Assent on 30th June 1845. The Shrewsbury and Chester Railway Company made good progress with construction work and the line to Ruabon from the north was opened in November 1846. -
Normanhurst and the Brassey Family
NORMANHURST AND THE BRASSEY FAMILY Today, perhaps, it is only architects whose names live with their engineered creations. Those who build bridges, roads and railways are hidden within the corporations responsible, but in the nineteenth century they could be national heroes. They could certainly amass considerable wealth, even if they faced remarkable risks in obtaining it. One of the – perhaps the greatest – was the first Thomas Brassey. Brassey was probably the most successful of the contractors, was called a European power, through whose accounts more flowed in a year than through the treasuries of a dozen duchies and principalities, but he was such a power only with his navvies. Brassey's work took him and his railway business across the world, from France to Spain, Italy, Norway, what is now Poland, the Crimea, Canada, Australia, India and South America, quite apart from major works in the UK. His non-railway work was also impressive: docks, factories and part of Bazalgette's colossal sewerage and embankment project in London that gave us, among more important things, the Victoria and Albert Embankments, new streets and to some extent the District and Circle Lines. By 1870 he had built one mile in every twenty across the world, and in every inhabited continent. When he died at the (Royal) Victoria Hotel at St Leonards on 8 December 1870 Brassey left close to £3,200,000, a quite enormous sum that in today's terms would probably have been over a thousand million. He had been through some serious scares when his contracts had not yielded what he had expected, and in the bank crisis of 1866, but he had survived Thomas Brassey, contractor (or probably it his son Thomas) to build the colossal country house of Normanhurst Court in the parish of Catsfield. -