1851.

SHETLAND ISLANDS.

Observations-Road from Lerwick to Mossbank-To the western districtsAnd southwards-Between Olnafirth and Doura Voe-Voe to Hillswick; corporal Andrew Ramsay - Island of Yell; sergeant John F. ReadIntrepid bearing of corporal Ramsay—Conduct and usefulness of the party employed on the roads.

FOR nearly four years one sergeant and five men of the corps had been employed in Zetland constructing some trunk lines of roads, with the view of relieving the wants of the poor of the islands, who, from the failure of their fisheries and other dreadful visitations, were threatened with starvation. Captain T. Webb, R.E., directed the operations of the party for three years, but throughout the fourth year, sergeant Robert Forsyth was alone responsible for its discipline and conduct. With respect, however, to the execution of the works he received instructions from Captain Craigie, R.N.

The roads constructed under the superintendence of the sappers were, considering the character of the country, its frequent storms, heavy rains, and bleak winds, and the utter inexperience of the peasantry in land labour and the use of implements, very extensive and difficult.

In 1849 there was scarcely a practicable road in Zetland, except a few isolated portions in bad condition. But on the removal of the party in January, 1852, more than 100 miles of excellent road, including the island of Yell, had been made practicable both for pedestrians and wheel vehicles.

From Lerwick to Mossbank, twenty-five and a half miles of good road were cut through a mountainous country intersected with large plots of deep bog. It was fifteen feet wide clear of

the water-tables. All through the line it was properly drained and gravelled to a depth of between fourteen and eighteen inches. The undulations of the country and the occurrence of streams called for considerable engineering skill. At different parts of this road were built two stone bridges, the first of fifteen feet span and twenty feet high, and the second of ten feet span. Both were of the best rubble masonry. In different parts of the line there were twenty-four large culverts built of dry masonry as substitutes for bridges. A number of cross drains were also laid and properly paved. About eight miles of the road ran along the side of a high hill, and here an embankment and wall were raised on the lower side, and a cutting made on the upper.

The road from Lerwick to the western districts was constructed over the steep and rugged heights of Wormiedale, for one mile of which a cutting was made from the upper side, which assisted in forming an embankment of five feet average on the lower. From thence to the head of Weesdale Voe the road ran comparatively easy. A large stone causeway, however, had to be built over the point of a sheet of water which communicated with the sea. In this causeway were six openings of two and a half feet by four feet for the free passage of the tide. From the head of Weesdale Voe to the Scord of Tresta, one mile, a cutting was made on the upper side, and a retaining wall built on the lower side of the road. To Gruting Voe, six miles, the road was easily prepared. On this line two bridges were erected one at Bixter with piers of rubble masonry and the superstructure of stout oak, with a span of ten feet; the other at Tumlin of dry masonry with three openings. At the head of Gruting Voe, a causeway of stones, six feet high by thirteen feet broad, with seven openings of two and a half feet wide each, was constructed, crossing a part of the Voe for 120 yards, and thereby shortening the distance to Walls by three quarters of a mile.

From Lerwick, southwards, a road of twenty-three miles was formed to Dunrossness, and portions of the Test road were

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also improved. Four stone bridges and a wooden one were constructed on this line over heavy and sometimes impassable

streams.

From the bridge at Fitch, four miles from Lerwick, a road of one and a half mile long was made, which joined the Scalloway road and the trunk line together.

From the main line at the Olnafirth branch another road was cut for three and a quarter miles, connecting Olnafirth and Doura Voe, whence there is an easy access by boat to Lerwick. One stone bridge of twelve feet span and nine feet high was erected on this line.

From Voe to Hillswick fifteen miles of bridle road was made, and two substantial stone bridges were thrown over deep and rapid burns. The ground was very difficult, and in many places the red granite was so hard that blasting the rock was necessarily resorted to. This road passed through part of the parish of Delting, connecting it with North Mavine by a narrow isthmus about sixty yards wide from sea to sea. On the south of this the hills rose to a height of about 700 feet above the level of the sea, and terminated on the shore in very high precipitous cliffs. To surmount such a barrier with anything like tolerable gradients, it would have been necessary to make a detour of at least one mile and three-quarters over uneven and rough ground. To obviate this, a road was cut along the base of the bold cliffs of Cliva for 590 yards, which, considering the description of the labour employed, was an undertaking of no ordinary kind. The method adopted was to blast the face of the cliff, in which only 250 lbs. of powder were expended, and this removed more than 10,000 tons of rock. With the dislodged fragments a retaining wall was built, which formed a rampart of thirteen feet broad and twelve feet average height. Some of the stones used in the wall were two tons weight.' Corporal Andrew Ramsay was intrusted with the execution of the work, and the fact that 1,700 blasts had been fired by him among a

The particulars, taken from sergeant Forsyth's statements in Report of Committee of Manage. High. Dest., 1852,' pp. 15–18, 35—37.

people unused to these operations, and without a single accident occurring, affords sufficient proof of his caution, discretion, and attention.2

In the island of Yell a road of twenty miles, nine feet wide, was cut between the two principal harbours-Cullivoe and Burravoe. The line was through a rugged country, with peat morasses, rapid streams, and mica and silicious rocks. In some places deep excavations were made before gravel could be obtained to form the surface of the road; and from the swampy nature of the ground much draining was required to render the foundation solid and the line durable. The danger of sinking in boggy ground for gravel was often felt. Once in particular when the party had dug to the depth of fourteen feet in a broken morass, the sergeant (Read) observed the whole mass of moss in motion. Instantly he ordered the workmen to leave the pit. Scarcely had they done so when the sides began to close in, and, as a rush of water at the same time came from beneath, the bog was quickly dislocated, and toppling over, filled the pit. Owing to the inequalities of the surface it was difficult to carry on the line with easy gradients, and from Bastavoe and Mid Yell Voe, running far inland, its course was therefore circuitous. A bridge was constructed over the burn of Dalsetter in North Yell, ten feet span and nine feet high, with piers of strong masonry, while the cross beams, planking, and handrail were of substantial oak. A similar bridge was erected over Laxo burn, Mid Yell, and five large culverts, locally termed sivars, with heavy embankments, between that and Burravoe in South Yell. To accommodate South Yell, and to remove a serious obstruction to the conveyance of the mail and the passage of travellers in the winter season, bridges of ten feet span and seven feet high were erected over the dangerous streams of Hamnavoe and Arrisdale. In building that over Arrisdale a middle pier was erected, the span of the arch being otherwise too great to make it a sound work.* Sergeant John F. Read was intrusted with the construction of

24 'Report of Committee of Manage. High. Dest., 1852,' p. 41. 3 Ibid., p. 19. Ibid., pp. 18-21.

this road. His conduct throughout his service in Shetland was correct and soldierlike. His report on the character of his operations in Yell, detailing the difficulties he surmounted and the improvements effected in the industrial habits of the people, is highly creditable to his ability."

On one occasion while assisting the making of the Yell road, the conduct of corporal Ramsay, under peculiar and trying circumstances, elicited the praise of his officers. An outbreak occurred in his party, and being unarmed he was placed in a critical position. He was, however, cool and determined, and resisted in a manly but forbearing manner the demands of his labourers. By persuasion and command the angry feelings of the labourers were eventually allayed, and they were induced to resume with a more contented spirit the employment they so unsparingly abused.

In accordance with arrangements made by the Secretary of State for the Home Department, the connection of the party with the Highland Destitution Board closed early this year, and the men arrived at Woolwich on the 27th January. In parting with the detachment Captain Craigie, R.N., spoke highly of its efficient and creditable services and its excellent conduct. Privates Alexander Smith and David Muir executed all the masonry work on the roads. Sergeant Forsyth, in his character of superintendent, evinced considerable ability, zeal, and intelligence in the discharge of his duties, and was unremitting in his efforts to render Captain Webb's absence as little felt as possible.

5 Report of Committee of Manage. High. Dest., 1852,' p. 41.
8 Ibid.

Ibid.

7 Ibid.