Merthyr Tydfil in 1803 – part 3

From: The Scenery, Antiquities and Biography of South Wales, from material collected during two excursions in the year 1803. Volume 1, by Benjamin Heath Malkin (1807)

Pages 268 – 272

In such a review of the increasing wealth and population, which these important manufacturers are yearly conferring on the country, we may well exclaim with Jago,

Hail, native British ore! of thee possess’d,
We envy not Golcenda’s sparkling mines,
Nor thine, Potosi! nor thy kindred hills,
teeming with gold.  What! though in outward form
Less fair? not less thy worth. To thee we owe
More riches than Peruvian mines can yield,
Or Montezuma’s crowded magazines
And palaces could boast, though roof’d with gold.

This town, as it may properly be termed, is now by far the largest town in the whole principality. Its population, in the year 1802, was found to be upwards of 10,000; and it is supposed that it amounts at this time, December 1803, though at the interval only one year from the date of the numeration to considerably more than 11,000; and this is to be understood without the including the suburbs, as we made denominate it correctly enough, of Coed y Cymmer, on the Breconshire side of the River, the population of which is at least 1,000. Swansea, heretofore the largest town in Wales, exceeding every other town by at least 1,000 inhabitants, is now nearly, if not quite, doubled by Merthyr Tydfil. It is true, external appearance of Merthyr Tydfil is not to be compared with that of Swansea.

The House of Mr. Homfray at Penydarren is large and elegant, with fine and well planted gardens, greenhouses, hot-houses, and all the accommodations befitting the residence of a wealthy family: but the splendours of Merthyr Tydfil begin and end with this mansion. When the first furnaces and forges were erected, there could not exist the slightest glimmering of prescience, that this little obscure Welsh village would, in less than 40 years, grow up to such a magnitude, as to be far more populous than any other town in Wales.

The first houses that were built were only very small and simple cottages for the furnacemen, forgemen, miners, and such tradesmen as were necessary to construct the required buildings, with a common laborers who are employed to assist them. These cottages were most of them built in scattered confusion, without any order or plan. As the works increased, more cottages were wanted and erected in the spaces between those that had been previously built, till they became so connected with each other, as to form a certain description of irregular streets, very much on the plan of Crooked Lane in the City of London. These streets are now many in number, close and confined, having no proper outlets behind the houses. They are constantly very filthy for the most part, and doubtless very unhealthy. Some streets, it is to be observed, have within these few years being built, and more are building, on a better plan; in straighter lines, and wider, having decent houses, with commodious outlets, and other necessary attentions to cleanliness and health.

In some of the early, and rudely-connected streets, we frequently see the small miserable houses taken down, and larger and very respectable buildings erected in their stead. Such improvements are increasing with some degree of rapidity. Shopkeepers, innkeepers, forge-men, some of them at least, and in no inconsiderable numbers, are making comfortable fortunes, and consequently improving their dwellings. Mr. Crawshay, however, is more conspicuously qualified to set them an example of industry rather than elegance. His house is surrounded with fire, flame, smoke, and ashes.

The noise of hammers, rolling mills, forges, and bellows, incessantly din and crash upon the ear. Bars and pigs of iron are continually thrown to the hugely accumulating heaps that threatened to choke up every avenue of access. It is more humourously than truly said in the neighbourhood, that such scenery is most congenial to the taste, such sounds most lulling to the repose of the owner. The fact however is, that the situation of the Master’s dwelling was fixed long before Mr. Crawshay came into it; and when it is considered how conveniently it lies for the superintendence of the business, few men, brought up in the habits of commercial prudence, would consult agreeable prospects and domestic elegance, at the expense of that best security, the ever-watchful eye of a principal. The machinery of this establishment is gigantic; and that part of it, work by water, among the most scientifically curious and mechanically powerful to which modern improvement has given birth.

The most remarkable piece of mechanism in Merthyr Tydfil is the great water wheel made by Watkin George. Its diameter is 50 feet, and it has the power of 50 horses. It has the advantage of water from above, on its centre, and beneath it; or, in other words, it possesses all the forces of an overshot, breast, and undershot wheel. I apprehend it to be the largest in the Kingdom. Watkin George and William Aubrey, with the two principal engineers, and they are both natives of this country. Watkin George in particular, who planned and executed this immense undertaking, was a common village carpenter. Owing to his success in these mechanical inventions, he got forward by degrees, and became at last so useful to Mr. Crawshay, as to obtain a share in his works. He has lately quitted the concern with from thirty to forty thousand pounds in his pocket. This is one among the most remarkable instances of wealth acquired by the untutored ingenuity of natural faculties.

Watkin George

Today marks the 200th anniversary of the death of one Merthyr’s greatest pioneers – Watkin George.

Watkin George is not a name that most people think of when talking about Merthyr’s great men of the past, but his contribution to the town’s history and his legacy is incalculable.

Born in about 1759 in Trevethin, Pontypool, very little is known about his early life, other than he trained as a carpenter, but by his early thirties, he had had married Anne Jenkins (of also of Trevethin), and had moved to Merthyr to work at the Cyfarthfa Ironworks as an engineer, as his expertise in designing and building metal structures had become well known.

He soon became the foundry manager at the Cyfarthfa Works, and in 1792, Richard Crawshay appointed him as a partner in the business. One of his first projects as partner was designing the Pont-y-Cafnau (Bridge of Troughs), a combined tramroad and enclosed aqueduct built to supply the works with limestone and water.

The Gwynne Aqueduct leading to the Pont-y-Cafnau (middle right) from a painting by Penry Williams
Pont y Cafnau Aqueduct, rendered still in a south-east isometric view, taken from the 3D Studio Max model. © Crown copyright: RCAHMW. This image is Crown copyright and is reproduced with the permission of the Royal Commission on the Ancient and Historical Monuments of Wales (RCAHMW), under delegated authority from The Keeper of Public Records.

This was closely followed by the incredible and innovative design for a mechanism to pump air into the blast furnaces – a huge timber aqueduct spanning the River Taff and providing water to power a 15m diameter waterwheel, used to work an air pump for blowing the iron smelting furnaces. The Gwynne Aqueduct and ‘Aeolus Waterwheel’ soon became famous throughout the country, and visitors would come to Merthyr just to see them. Indeed Some contemporary accounts actually referred to the Aeolus Wheel as ‘the Eighth Wonder of the World’.

‘Cyfarthfa Works and Waterwheel’ by William Pamplin. The Aeolus Waterwheel can clearly be seen at the centre of the illustration. Photo courtesy of Cyfarthfa Castle Museum & Art Gallery

In 1799, George designed what would become his most iconic structure – the Old Iron Bridge, and two years later he designed the Ynysfach Ironworks.

In about 1805, having helped Cyfarthfa Ironworks expand, George left the partnership. Reports vary on the amount of money he amassed for his 13 years of service, either £40,000 or £100,000 — “equal to one share”. He joined Pontypool Ironworks as partner to its owners Capel Hanbury Leigh (1776-1861) and Robert Smith, restructuring the works and making great improvements to balling and refinery operations.

In 1811 he prepared a design for Chepstow Bridge – a series of cast iron spans on the existing piers. His design was not adopted, and the new bridge was eventually designed by John Urpeth Rastrick. George’s designs for the Chepstow bridge are his last known work.

Watkin George died on 10 August 1822 and was buried at St Cadoc’s Church in Trevethin.

Today, of his works, the Ynysfach Ironworks Engine House still stands, and his Pont-y-Cafnau is the oldest surviving example of a cast iron railway (tramway) bridge and aqueduct, and is probably the second oldest surviving iron bridge in the British Isles (after Ironbridge in Shropshire), so he is certainly someone who should be remembered amongst the great men of Merthyr.

Pont-y-Cafnau in March 2017

The Aeolus Waterwheel – Merthyr’s Great Wonder

When Rev Sir Thomas Cullum (8th Baronet Cullum) visited Merthyr Tydfil in 1811, one of the sights he was most taken with was the mighty Aeolus Waterwheel at the Cyfarthfa Ironworks, and he even called it ‘the wonder of the place’. Some contemporary accounts actually refer to it as ‘the Eighth Wonder of the World‘. I wonder how many people in Merthyr have actually heard of it nowadays?

‘Cyfarthfa Works and Waterwheel’ by William Pamplin. The Aeolus Waterwheel can clearly be seen at the centre of the illustration. Photo courtesy of Cyfarthfa Castle Museum & Art Gallery

When Richard Crawshay became sole owner of the Cyfarthfa Works in 1791, he began making plans to extend the works and come up with innovative ways to increase iron production. In 1792, he made the engineer Watkin George a partner in the firm, and the latter began making significant progress in maximising the potential of the works.

His major contribution was the construction between 1793 and 1797 of a huge overshot waterwheel to provide the air for the four blast furnaces.

According to volume 5 of Rees’s Manufacturing Industry (1819-20):

“…..the water-wheel is 50 feet in diameter and six feet wide: it is chiefly made of cast iron, and has 156 buckets. The axle is a hollow tube, and is strengthened by twenty-four pieces of timber applied around it. On each end of the axis is a cog-wheel of twenty-three feet diameter, which turns a pinion. On the axis of these are two cranks, and fly-wheel twenty-two feet diameter, and twelve tons weight; each of the cranks gives motion to a lever, like that of a large steam-engine, and works the piston of a blowing cylinder or air-pump 52½ inches in diameter, and five feet stroke, which blows air into the furnace, both when the piston goes up and down. The work on the other side being the same, it actuates in the whole four of these double cylinders; the wheel makes about two and a half turns per minute, and each cylinder makes ten strokes.”

At the time, it was the largest waterwheel of its kind in the world and was named Aeolus after a character in Greek Mythology. Aeolus, as mentioned in the Odyssey and the Aeneid,  was the keeper of the winds and king of the island of Aeolia, one of the abrupt rocky Lipara islands close to Sicily. Later classical writers regarded him as a god.

The wheel was operated by water fed from streams across the river and transported by a massive iron and wood double aqueduct mounted on stone piers between 60 and 70 feet high. This was the famous Gwynne Aqueduct. Sir Charles Manby (later Secretary of the Institution of Civil Engineers) visited Merthyr and commented that the aqueduct:

“…..maintained an apparent lightness of the whole that contrasted with the massy [sic] boundary of the river, has not only a singular, but also a very interesting and pleasing appearance.”

Gwynne Aqueduct from a painting by Penry Williams

This is the same aqueduct that was mentioned in the previous post about the Pont-y-cafnau (http://www.merthyr-history.com/?p=678)

The Aeolus Waterwheel continued to power the blast furnaces until the 1820’s when it was replaced by a steam powered engine, and was subsequently demolished.