|To make the port successful in the future, a number of options for redevelopment have been put forward. These include strengthening/rebuilding the dock walls and fitting suitable fendering, installing floodlights to allow 24 hour working, dredging the approach channel and berths to a suitable depth for vessels wishing to call.The port will be seeking grants from various sources to assist in financing the above projects. They are also considering inviting local companies with a vested interest in the ports’ success to invest in its’ redevelopment. |
The port itself is working hard at increasing its’ productivity and views commodity sourcing as a means of achieving this.Research has shown that within a sixty mile radius of the port, there are a number of corporate specialising in raw materials or natural resources. They may well have their own marketing strategies, but the port would actively seek out new markets, charter vessels and ship the cargo. The port is very interested in hearing from parties around the world and in the UK who are seeking new markets.Visit our contacts page for names and telephone/fax numbers of individuals to contact regarding new markets. Alternatively, visit our information request page and submit the details on-line. Whatever you have to say or ask, the port would very much like to hear from you.
|The history of Port Penrhyn can be traced back as early as 1713 when it was recorded that 14 shipments totalling 415,000 slates had been sent to Dublin. In 1720, another 8 shipments totalling 155,000 slates were sent to Dublin, two to Drogheda (20,000) and one to Belfast (35,000). Two years later, a shipment of 80,000 slates were sent to Dunkirk. After these few shipments only coastal traffic left from Aber-Cegin (Port Penrhyn) until Richard Pennant took over the ownership of Penrhyn Estates and appointed Benjamin Wyatt in 1786 as agent.Wyatt addressed the problem of bringing slates from the quarry at Bethesda to Port Penrhyn by laying a rail line between the two sites. A stone wharf was built at the mouth of the River Cegin by 1790, it was further extended in 1829-30 and a final extension took place in 1855 with a breakwater on the eastern side, forming an inner basin; Port Penryhn was created.Slate ships c. 1890 alongside the West Wall (where the River Gegin empties into the Menai Straits), showing the Port House and the railway Deadweight, or d.w.t., is the carrying capacity of a vessel viz fuel, stores, water, crew, and especially in the case of coasters, tankers and bulk carriers, cargo: i.e. the d.w.t. gives an indication of the total cargo certain types of vessels can carry. The size of vessels worked at that time ranged from 39tons to 87 tons d.w.t., and occasionally vessels of over 100 tons d.w.t. were handled. It is stated that the exports of roofing slate then averaged 250 tons per week, so the numbers of vessels using the port annually would have been considerable.The vessels then were small sailing craft, fitted with schooner or other simple rigs, worked and crewed by perhaps a couple of men and a boy. The port was designed for such vessels, and manpower was cheap and vessels were inexpensive to buy and run. Competition existed in the coastal trades, but as cargoes were tiny and the market large, everyone managed to make a living. See vessels of the past. Today’s ‘coastal’ vessels are expensive to build and operate. They have to deal with bureaucracy which was undreamed of a century ago. They have to work and find cargoes for almost every day in the year in order to exist commercially. For examples of some of the more recent visitors to Port Penrhyn, see the Vessels page.|
Port Penrhyn is situated towards the North Eastern entrance to the Menai Straits, close to the small cathedral City of Bangor. It is positioned 053 degrees 14 minutes North, 004 degrees 07 minutes West. The stone-faced jetties forming the berths run out from the shoreline at approximately 340 degrees (T).
The port is in the process of developing its commercial operations because of an expected growth in coastal shipping in the future. Environmentalists are increasing their lobbying efforts and have growing influence on Governments. National road systems are at breaking point, and Governments are finally trying to produce a coherent transport policy encompassing road, rail, air and sea movements. A small coaster using a 700/1000 BHP engine can deliver 1000 tonnes plus of cargo in one lifting. Compare this with the number of 20/30 tonne trucks required to deliver the same load, each driven by engines of approximately 380 BHP. It is clear to see that using the coaster is far more cost effective in terms of fuel consumption. It also eases road congestion, will have reduced wear and tear and is far more environmentally friendly. It is these facts which make Port Penrhyn extremely optimistic for the future.
North Wales and the North West of England is renowned for its industry which has traditionally used the Port of Liverpool for the vast majority of raw material imports/exports. The expansion of Port Penrhyn will not only provide healthy competition to the benefit of industry, but it may also open up alternative means of transporting Welsh natural resources to large industrial centres.
To find out how Port Penrhyn may help you, please take the time to fill out the form on our information request page. Alternatively, visit our contacts page for telephone numbers and contact names for more in depth discussions